Methods and systems for charging of electric vehicles

ABSTRACT

A method is disclosed for controlling a charge transfer of an electric vehicle using an electric vehicle charging station, a mobile device, and a cloud server. The method includes receiving, at a mobile device, a message for an electric vehicle of a user from the electric vehicle charging station, wherein a user of the mobile device is associated with the electric vehicle to be charged. The method also includes receiving the charging control signal from the cloud server via the mobile device at the electric vehicle charging station in response to authorizing a charging control signal using identification information and credit account information received from the mobile device, wherein the charging control signal is configured to adjust a parameter used to draw electric power from the electric vehicle charging station.

RELATED APPLICATIONS

This application is a continuation application of U.S. patentapplication Ser. No. 16/252,401, filed Jan. 18, 2019, titled Methods andApparatuses for Charging Electric Vehicles; which is a continuation ofSer. No. 15/158,352, filed May 18, 2016, titled Methods and Apparatusesfor Charging of Electric Vehicles; which is a continuation of Ser. No.13/655,397, filed Oct. 18, 2012, titled Methods And Apparatuses ForCharging Of Electric Vehicles, which claims the benefit of U.S.provisional patent application Ser. No. 61/549,174, filed Oct. 19, 2011,titled Methods and Apparatuses for Controlled Variable Rate Charging ofElectric Vehicles and also U.S. provisional patent application Ser. No.61/620,855, filed Apr. 5, 2012, titled Management of Charging Station ofElectric-Powered Vehicles Using a Mobile Device. Each of theaforementioned related patent applications is herein incorporated byreference.

BACKGROUND Technical Field

Various technologies and techniques described herein relate to electricvehicles and systems and methods for recharging electric vehicles.

Description of the Related Art

This section is intended to provide background information to facilitatea better understanding of various technologies described herein. As thesection's title implies, this is a discussion of related art. That suchart is related in no way implies that it is prior art. The related artmay or may not be prior art. It should therefore be understood that thestatements in this section are to be read in this light, and not asadmissions of prior art.

An electric vehicle (EV) is the common name given to describingautomobiles designed to operate their electric motor on a rechargeablebattery. The battery is recharged when the electric vehicle is connectedto an electric vehicle charging station or electric vehicle supplyequipment (EVSE). Power from the electrical grid is used to “refuel” anelectric vehicle.

With the rising demand for alternative modes of transportation that areenvironmentally friendly and operated independently of gasoline prices,electric vehicles are rising in popularity among the consuming public.However, while gas stations are located on every street corner,commercially available charging stations are not. The demand forelectric vehicles remains limited by the infrastructure available forsupporting the charging of the growing number of cars. Until charging anelectric vehicle becomes both convenient and affordable for users, amajor deterrent exists for new consumers wanting a “green” method oftransportation.

Several problems currently exist in making electric vehicles ideal forpersonal use. First, many pure electric vehicles have severe distancelimitations in comparison to their hybrid or gasoline-powered vehiclecounterparts. While a tank of gasoline can be refilled in minutes, thebattery on an electric vehicle may take minutes, hours, or a day tobecome fully recharged. Secondly, cross-country travel for electricvehicles requires charging stations in both major cities andscarcely-populated areas throughout the United States. To make electricvehicles a convenient reality, commercial charging stations cannot belimited to niche areas of the country. Personal charging stations in thehome are not enough. A viable market exists for commercial chargingstations capable of providing the infrastructure necessary forsupporting numerous electric vehicles.

BRIEF SUMMARY

Described herein are implementations of a system for managing anelectric vehicle charging station. The system may include a cloudserver, an electric vehicle charging station and a network link betweenthe charging station and the cloud server. The network link may includea mobile device disposed between the charging station and the cloudserver in which the mobile device facilitates communication between thecharging station and the cloud server. In one implementation, the mobiledevice may be a component of an electric vehicle. In one implementation,the network link may include a wireless connection between the mobiledevice and the charging station. In one implementation, the mobiledevice may connect to the charging station via a docking station. In oneimplementation, the mobile device may be a cell phone. In oneimplementation, the mobile device may use a telematics platform tocommunicate with the cloud server. In one implementation, the mobiledevice may include a mobile application for communicating with the cloudserver, the charging station or both.

Further, the system may include an electric power grid, a first electricvehicle charging station connected to the power grid and a secondelectric vehicle charging station connected to the power grid. The firstcharging station may facilitate a charge transfer for an electricvehicle at the second charging station. In one implementation, the firstcharging station may facilitate a charge transfer for a plurality ofelectric vehicles at a plurality of electric vehicle charging stations.

Described herein are implementations of various techniques of a methodfor managing an electric vehicle charging station. The method includes acloud server or an electric vehicle charging station receiving a requestfor a charge transfer for an electric vehicle over a network linkbetween the electric vehicle charging station and the cloud server. Thenetwork link has a mobile device disposed between the electrical vehiclecharging station and the cloud server. The method may further includethe cloud server sending a response to the charging station enabling thecharge transfer. In one implementation, the request may be received bythe electric vehicle charging station or the cloud server. The methodmay include validating credit card information based on the request forthe charge transfer. In one implementation, the request may include anidentification that specifies at least one of the following: theelectric vehicle charging station; the mobile device; the cloud server;a user; a vehicle; a utility account; and a communicating meter orcommunicating meter network. The method may include the following:receiving the identification from the mobile device; checking theidentification against a plurality of available identifications todetermine whether the identification is valid; generating an access keyif it is determined that the identification is valid; and sending theaccess key over the network link. In one implementation, the access keymay be randomly generated. The method may include the following:receiving the identification from the electric vehicle charging station;checking the identification against a plurality of availableidentifications to determine whether the identification is valid;generating an access key if it is determined that the identification isvalid; and sending the access key to the electric vehicle chargingstation. In one implementation, the identification may be received fromthe electric vehicle. The method may include the following: associatingthe identification with one or more charging parameters; and sending thecharging parameters along with the response. In one implementation, thecharging parameters may include at least one of the following: a cablerating; a duty cycle for a charging current; a length of time forcharging an electric vehicle; a threshold level for aggregate electricalconsumption; a threshold level for instantaneous electrical consumption;a maximum allowable charge rate; a microgrid rating; a plug rating; aprice of electricity; a protection fuse rating; a quantity ofelectricity stored within a microgrid; a specific time for completingcharging an electric vehicle; a total cost of charging an electricvehicle; an operational limit set by a utility; an option foreconocharging; and an option for using green energy. In oneimplementation, the response may include an access key for enabling thecharge transfer. In one implementation, the method may includedetermining whether the access key is valid or not. The method mayinclude providing power to the electric vehicle if it is determined thatthe access key is valid. In one implementation, the response maycomprise one or more charging parameters. In one implementation, thecharging parameters may include at least one of the following: a cablerating; a duty cycle for a charging current; a length of time forcharging an electric vehicle; a threshold level for aggregate electricalconsumption; a threshold level for instantaneous electrical consumption;a maximum allowable charge rate; a microgrid rating; a plug rating; aprice of electricity; a protection fuse rating; a quantity ofelectricity stored within a microgrid; a specific time for completingcharging an electric vehicle; a total cost of charging an electricvehicle; an operational limit set by a utility; an option foreconocharging; and an option for using green energy.

Described herein are implementations of various techniques of a methodfor managing an electric vehicle charging station. The method mayinclude a mobile device receiving the request for a charge transfer foran electric vehicle from the charging station over a single networkedlink. The mobile device may then relay the request for the chargetransfer to the cloud server. In one implementation, the mobile devicemay be a component or module of the electric vehicle. In oneimplementation, over the single networked link may include a wirelessconnection. In one implementation, receiving the request may includereceiving a signal over an audio jack.

Described herein are implementations of various techniques of a methodfor managing an electric vehicle charging station. The method mayinclude a cloud server sending a request for a charge transfer to anelectric vehicle charging station over a network link between thecharging station and the cloud server. The network link has a mobiledevice disposed between the charging station and the cloud server. Thecloud server may then receive a response enabling the charge transfer.In one implementation, the mobile device may be a component or module ofthe electric vehicle. In one implementation, the request may be sent bya cloud server to an electric vehicle charging station. The method mayinclude validating credit card information based on the request for thecharge transfer.

Described herein are implementations of various techniques of a methodfor managing an electric vehicle charging station. The method mayinclude an electric vehicle charging station receiving a message from acloud server over a network link between an electric vehicle chargingstation and the cloud server. The network link has a mobile devicefacilitating a communication between the electrical vehicle chargingstation and the cloud server. The charging station may send a responseback to the cloud server through the mobile device. In oneimplementation, the message may be received by the electric vehiclecharging station. In one implementation, the first mobile device may bea component or module of an electric vehicle. The method may includevalidating credit card information based on the message. In oneimplementation, the mobile device may connect to the charging stationvia a docking station or a charging coupler. In one implementation, theresponse may be sent to the cloud server via a second mobile devicefacilitating a second communication between the electrical vehiclecharging station and the cloud server. In one implementation, themessage may include a request for a charge transfer and the response mayinclude a report regarding the charge transfer. In one implementation,receiving the message or sending the response may include synchronizingdata between the charging station and the cloud server. In oneimplementation, receiving the message or sending the response mayinclude a secured connection having at least one of the following: avirtual private network (VPN); and a secured socket layer (SSL). In oneimplementation, the message may include at least one of the following: agrid demand instruction; a grid demand schedule; a session report;billing data; electricity price data; fault data; and usage data.Likewise, the method may include the cloud server receiving a messageover the network link from the charging station. The cloud server maythen send a response to the charging station.

In one implementation, the cloud server or the mobile device may receiveidentification from the charging station, and then check theidentification against other identifications to determine if theidentification is valid. If the identification is valid, the cloudserver or the mobile device may then generate an access key based on theidentification and send the access key over the network link to thecharging station to enable the charge transfer.

Described herein are implementations of various techniques of a methodfor managing an electric vehicle charging station. The method may alsoinclude a mobile device of a first user receiving a message from anelectric vehicle charging station. The message may be in regard to acharging transfer for an electric vehicle of a second user. The mobiledevice may relay the message to the cloud server. In one implementation,the message may be relayed to the cloud server over a network linkhaving the mobile device facilitating a communication between theelectrical vehicle charging station and the cloud server. In oneimplementation, the mobile device may be a component or module of theelectric vehicle. In one implementation, receiving the message orrelaying the message may include synchronizing data between the chargingstation and the cloud server. In one implementation, receiving themessage or relaying the message may include a secured connection havingat least one of the following: a virtual private network (VPN); and asecured socket layer (SSL). In one implementation, the message mayinclude at least one of the following: a grid demand responseinstruction; a grid demand response schedule; a session report; billingdata; electricity price data; fault data; and usage data.

Described herein are also implementations of various techniques of amethod for reserving an electric vehicle charging station. The methodmay include providing a means for communicating between a first user whois charging an electric vehicle at an electric vehicle charging stationand a second user with a reserved time for charging an electric vehicleat the charging station. The method may include facilitating a requestfrom the first user to the second user to extend an amount of time forthe first user at the charging station over the second user's reservedtime. The method may then facilitate a response from the second user. Inone implementation, the means for communicating may include at least oneof the following: short message service (SMS) text messaging; email;digital voice communication; plain old telephone service; an Internetwebsite; instant messaging; push notifications; pop up messaging; a chatroom; and an Internet forum. In one implementation, facilitating therequest or facilitating the response may include facilitating a paymentto or from the first user or the second user. In one implementation, theresponse may include a notification of acceptance or rejection of therequest.

In another implementation, the request may be from the second user tooccupy the charging station currently occupied by the first user. In oneimplementation, the means for communicating may include at least one ofthe following: short message service (SMS) text messaging; email;digital voice communication; plain old telephone service; instantmessaging; push notifications; pop up messaging; an Internet website; achat room; and an Internet forum. In this implementation, facilitatingthe request or facilitating the response may include facilitating apayment to or from the first user or the second user. In thisimplementation, the response may include a notification of acceptance orrejection of the request. In this implementation, the response mayinclude a reservation ticket for using the charging station. In thisimplementation, the reservation ticket may include at least one of thefollowing: a date; a time; an amount of time remaining on thereservation ticket; a valuation of the reservation ticket; and adesignated electric vehicle charging station.

Described herein are also implementations of various techniques of amethod for determining an availability of an electric vehicle chargingstation. The method may include determining the availability of thecharging station from geolocation information. Geolocation informationmay be received by the cloud server or another device regarding a mobiledevice. The mobile device's geolocation information may then be comparedwith the geolocation information of an electric vehicle charging stationto determine the distance between the mobile device and the chargingstation. Based on the distance, the availability of the charging stationmay be determined. In one implementation, receiving the firstgeolocation information may include detecting a connection of the mobiledevice at a docking station on the charging station. In oneimplementation, receiving the first geolocation information may includedetecting a wireless connection of the mobile device. In oneimplementation, the wireless connection may include one of thefollowing: Bluetooth; Near-field communication (NFC); and WiFi. In oneimplementation, the first or second geolocation information may includereadings from at least one of the following: GPS; sonar;multilateration; RFID; and an induction coil sensor. In oneimplementation, determining the availability of the charging station mayinclude detecting the mobile device arriving at the charging station. Inone implementation, determining the availability of the charging stationmay include detecting the mobile device leaving the charging station. Inone implementation, determining the availability of the charging stationmay include detecting the speed of the mobile device approaching thecharging station, the speed being based on the first geolocationinformation. In one implementation, determining the availability of thecharging station may include estimating the time of arrival of themobile device based on the distance. The method may include sending anotification to a user regarding the availability. In oneimplementation, the notification may include one of: an amount of timebefore the charging station becomes available; and a number of availableslots remaining at the charging station. In one implementation, theslots may be time slots or vehicle slots. The method may includedetermining a navigation route between the mobile device and thecharging station using a third geolocation information regarding ageographical feature. In one implementation, the geographical featuremay be one of the following: a road; a city; a radio tower; a physicallandmark; and a commercial establishment. In one implementation, theroute may be based on the speed the mobile device is approaching thecharging station, and where the speed may be based on the firstgeolocation information.

Described herein are also implementations of various techniques of amethod for managing an electric vehicle charging station. The method mayinclude receiving geolocation information regarding a mobile device, andthen comparing the geolocation information with the geolocationinformation of a charging station. The method may then determine thedistance between the mobile device and the charging station using bothgeolocation information. The method may then include a cloud server or acharging station sending a message to the mobile device based on thedistance. In one implementation, the message may include a receipt of acharging transaction, a remaining time of the charging transaction, aninquiry to a user as to whether the charging transaction has terminated,or combinations thereof. In one implementation, the first or secondgeolocation information may include readings from at least one of thefollowing: GPS; sonar; multilateration; RFID; and an induction coilsensor. In one implementation, determining the distance between themobile device and the charging station may include detecting the speedof the mobile device approaching the charging station, the speed beingbased on the first geolocation information. In one implementation, themessage may be sent using a second mobile device. In one implementation,receiving the first geolocation information may include detecting aconnection of the mobile device at a docking station on the chargingstation. In one implementation, receiving the first geolocationinformation may include detecting a wireless connection of the mobiledevice. In one implementation, the wireless connection may include oneof the following: Bluetooth; Near-field communication (NFC); and WiFi.

Described herein are also implementations of various techniques of amethod for managing an electric vehicle charging station. The method mayinclude an electric vehicle charging station receiving a chargingcontrol signal from a cell phone or other mobile device over a singlenetworked link between an electric vehicle charging station and themobile device. The charging control signal may adjust a parameter thatis used to draw electric power from the charging station, and thecharging station adjusts the charge transfer based on the adjustedparameter. In one implementation, the single networked link may includea wireless connection between the cell phone and the charging station.In one implementation, the network link may include connecting the cellphone to a docking station at the charging station through one of thefollowing: an audio jack; and a universal service bus. In oneimplementation, the parameter may be one of the following: a batterytemperature of an electric vehicle; a charging current; a currentbattery charge of an electric vehicle; a length of time since anelectric vehicle began charging; a price of electricity; a time of day;a time until an electric vehicle's next use; a weather reading; and anoption for econocharging. In one implementation, the parameter may beone of the following: a charging cable rating; a circuit protectionrating; a duty cycle for a charging current; a future power draw from anelectric vehicle; a threshold level for aggregate electricalconsumption; a threshold level for instantaneous electrical consumption;a local aggregate energy consumption; a maximum allowable charge rate; aminimum allowable charge rate; a microgrid rating; a present power drawfrom an electric vehicle; a protection fuse rating; a quantity ofelectricity stored within a microgrid; a total maximum allowable load ona microgrid; an operational limit set by a grid utility; and an optionfor using green energy. Likewise, the method may also include thecharging station receiving a charging control signal for enabling ordisabling a charge transfer at the charging station. The method may theninclude the charging station enabling or disabling the charge transferbased on the charging control signal. In one implementation, the singlenetworked link may include a connection over an audio jack between thecell phone and the charging station.

Described herein are also implementations of various techniques of amethod for managing an electric vehicle charging station. The method mayinclude a cell phone or another mobile device sending a charging controlsignal over a single networked link to the charging station. A chargetransfer at the charging station may then be enabled or disabled basedon the charging control signal. The method may then include the mobiledevice receiving a response that the charge transfer has been enabled ordisabled. In one implementation, the charging control signal may bebased on a communication with a grid utility. In one implementation, thesingle networked link may include a wireless connection between the cellphone and the charging station.

Described herein are also implementations of various techniques of amethod for managing an electric vehicle charging station. The method mayinclude a cell phone sending a charging control signal to an electricvehicle charging station over a single networked link between theelectric vehicle charging station and the cell phone. The chargingcontrol signal adjusts a parameter used to draw electric power from thecharging station. The cell phone may then receive a response from thecharging station that the charge transfer has been adjusted based on theadjusted parameter. In one implementation, the charging control signalmay be based on a communication with a grid utility. In oneimplementation, the network link may include a wireless connectionbetween the mobile device and the charging station. In oneimplementation, the network link may include a connection over an audiojack between the mobile device and the charging station. In oneimplementation, the parameter may be one of the following: a batterytemperature of an electric vehicle; a charging current; a currentbattery charge of an electric vehicle; a length of time since anelectric vehicle began charging; a price of electricity; a time of day;a time until an electric vehicle's next use; a weather reading; and anoption for econocharging. In one implementation, the parameter may beone of the following: a charging cable rating; a circuit protectionrating; a current duty cycle for a charging current; a future power drawfrom an electric vehicle; a threshold level for aggregate electricalconsumption; a threshold level for instantaneous electrical consumption;a local aggregate energy consumption; a maximum allowable charge rate; aminimum allowable charge rate; a microgrid rating; a present power drawfrom an electric vehicle; a protection fuse rating; a quantity ofelectricity stored within a microgrid; a total maximum allowable load ona microgrid; an operational limit set by a grid utility; and an optionfor using green energy.

Described herein are also implementations of various techniques of amethod for managing an electric vehicle charging station. The method mayinclude an electric vehicle charging station receiving a charge controlsignal from a server. The charging control signal adjusts the duty cycleof a charging current. The charging station may then enable a chargetransfer based on the charging current with the adjusted duty cycle. Inone implementation, the server may be a cloud server. In oneimplementation, the server may be a local metering network server. Inone implementation, the duty cycle may be determined by a total numberof electric vehicles connected to a power grid. In one implementation,the charging current may be a pulse width modulated (PWM) signal. In oneimplementation, the duty cycle may be increased or decreasedincrementally over a specified timeframe. The method may includeadjusting the duty cycle based on at least one of the following: abattery temperature of an electric vehicle; a charging current; acurrent battery charge of an electric vehicle; a length of time since anelectric vehicle began charging; a price of electricity; a time of day;a time until an electric vehicle's next use; a weather reading; and anoption for econocharging. The method may include adjusting the dutycycle based on at least one of the following parameters: a chargingcable rating; a circuit protection rating; a current duty cycle for acharging current; a future power draw from an electric vehicle; athreshold level for aggregate electrical consumption; a threshold levelfor instantaneous electrical consumption; a local aggregate energyconsumption; a maximum allowable charge rate; a minimum allowable chargerate; a microgrid rating; a present power draw from an electric vehicle;a protection fuse rating; a quantity of electricity stored within amicrogrid; a total maximum allowable load on a microgrid; an operationallimit set by a grid utility; and an option for using green energy.

Described herein are also implementations of various techniques of amethod for managing an electric vehicle charging station. The method mayinclude sending a charging control signal to an electric vehiclecharging station, where the charging control signal adjusts the dutycycle of a charging current used in a charge transfer at the electricvehicle charging station. The method may then include receiving aresponse from the charging station. In one implementation, a cloudserver sends the charging control signal. In another implementation, alocal metering network sends the charging control signal. In oneimplementation, the charging control signal may be sent from a cloudserver. In one implementation, the charging control signal may be over alocal metering network. In one implementation, the duty cycle may bedetermined by a total number of electric vehicles connected to a powergrid. In one implementation, the charging current may be a pulse widthmodulated (PWM) signal. In one implementation, the duty cycle may beincreased or decreased incrementally over a specified timeframe. In oneimplementation, the charging control signal may be determined based onat least one of the following: a battery temperature of an electricvehicle; a charging current; a current battery charge of an electricvehicle; a length of time since an electric vehicle began charging; aprice of electricity; a time of day; a time until an electric vehicle'snext use; a weather reading; and an option for econocharging. In oneimplementation, the charging control signal may be determined based onat least one of the following: a charging cable rating; a circuitprotection rating; a duty cycle for a charging current; a future powerdraw from an electric vehicle; a threshold level for aggregateelectrical consumption; a threshold level for instantaneous electricalconsumption; a local aggregate energy consumption; a maximum allowablecharge rate; a maximum allowable charge rate; a microgrid rating; apresent power draw from an electric vehicle; a protection fuse rating; aquantity of electricity stored within a microgrid; a total maximumallowable load on a microgrid; an operational limit set by a gridutility; and an option for using green energy.

Described herein are also implementations of various techniques of amethod for managing an electric vehicle charging station. The method mayinclude sending charging controls signal between electric vehiclecharging stations for adjusting a charge transfer for an electricvehicle connected to one of the charging stations. The charging stationsending the charging control signal may receive a response from thecharging station receiving the charging control signal. In oneimplementation, the charging control signal may enable or disable thecharge transfer at the second charging station. In one implementation,the charging control signal may be sent to a plurality of electricvehicle charging stations. In one implementation, the charging controlsignal may determine a plurality of charging currents for the pluralityof charging stations. In one implementation, the charging control signalmay be based on a communication with a grid utility. In oneimplementation, the charging control signal may be determined based onat least one of the following: a battery temperature of an electricvehicle; a charging current; a current battery charge of an electricvehicle; a length of time since an electric vehicle began charging; aprice of electricity; a time of day; a time until an electric vehicle'snext use; a weather reading; and an option for econocharging. In oneimplementation, the charging control signal may be determined based onat least one of the following: a charging cable rating; a circuitprotection rating; a duty cycle for a charging current; a future powerdraw from an electric vehicle; a threshold level for aggregateelectrical consumption; a threshold level for instantaneous electricalconsumption; a local aggregate energy consumption; a maximum allowablecharge rate; a maximum allowable charge rate; a microgrid rating; apresent power draw from an electric vehicle; a protection fuse rating; aquantity of electricity stored within a microgrid; a total maximumallowable load on a microgrid; an operational limit set by a gridutility; and an option for using green energy.

Described herein are also implementations of various techniques of amethod for managing an electric vehicle charging station. The method mayinclude a first electric vehicle charging station receiving a chargingcontrol signal from a second electric vehicle charging station. Thecharging control signal may then adjust a charge transfer for anelectric vehicle connected to the first charging station. In oneimplementation, the charging control signal may enable or disable thecharge transfer at the first charging station. In one implementation,the first charging station may receive a plurality of charging controlsignals from a plurality of electric vehicle charging stations. In oneimplementation, a current for charging the electric vehicle may bedetermined from the plurality of charging control signals from theplurality of charging stations. In one implementation, the chargingcontrol signal may be based on a communication with a grid utility. Inone implementation, the charging control signal may be determined basedon at least one of the following: a battery temperature of an electricvehicle; a charging current; a current battery charge of an electricvehicle; a length of time since an electric vehicle began charging; aprice of electricity; a time of day; a time until an electric vehicle'snext use; a weather reading; and an option for econocharging. In oneimplementation, the charging control signal may be determined based onat least one of the following: a charging cable rating; a circuitprotection rating; a duty cycle for a charging current; a future powerdraw from an electric vehicle; a threshold level for aggregateelectrical consumption; a threshold level for instantaneous electricalconsumption; a local aggregate energy consumption; a maximum allowablecharge rate; a maximum allowable charge rate; a microgrid rating; apresent power draw from an electric vehicle; a protection fuse rating; aquantity of electricity stored within a microgrid; a total maximumallowable load on a microgrid; an operational limit set by a gridutility; and an option for using green energy.

Furthermore, the method may include a cloud server or electric vehiclecharging station receiving a request from a first user for placement ina charging station queue. The cloud server or charging station may thenassign the first user a place in the charging station queue. The cloudserver or charging station may then provide a charging space at thecharging station to a second user in the charging station queue, wherethe second user has previously been assigned a place in the chargingstation queue. The method may include notifying the first user that thecharging space is available. The method may include receiving a requestfrom the first user to be notified when a charging space is available.The method may include sending a request for acceptance or rejection ofthe charging space to the first user, and receiving a response acceptingor rejecting the request by the first user. In one implementation,accepting the request may place a hold on the charging space thatprevents a different user from using the charging space. In oneimplementation, rejecting the request may include providing the chargingspace to a subsequent user. In one implementation, rejecting the requestmay include notifying a subsequent user that the charging space isavailable. In one implementation, providing the charging space mayinclude providing the charging space at any charging station amongst agroup of charging stations in a geographic location. In oneimplementation, the charging station queue may have n total places inthe queue and the first user may be assigned the nth place in thecharging station queue.

The above referenced summary section is provided to introduce aselection of concepts in a simplified form that are further describedbelow in the detailed description section. The summary is not intendedto identify key features or essential features of the claimed subjectmatter, nor is it intended to be used to limit the scope of the claimedsubject matter. Furthermore, the claimed subject matter is not limitedto implementations that solve any or all disadvantages noted in any partof this disclosure.

BRIEF DESCRIPTION OF THE DRAWINGS

Implementations of various technologies will hereafter be described withreference to the accompanying drawings. It should be understood,however, that the accompanying drawings illustrate only the variousimplementations described herein and are not meant to limit the scope ofvarious technologies described herein.

FIG. 1 illustrates an electric vehicle charging system in accordancewith various techniques and technologies described herein.

FIG. 2 illustrates an electric vehicle charging system in accordancewith various techniques and technologies described herein.

FIG. 3 illustrates a flow diagram for a method for using the mobiledevice as a means for the charging station to communicate with the cloudserver in accordance with various implementations described herein.

FIG. 4 illustrates a flow diagram of a method for generating an accesskey for managing a charging station in accordance with variousimplementations described herein.

FIG. 5 illustrates a signal diagram for a method for enabling a chargetransfer for an electric vehicle at a charging station in accordancewith various implementations described herein.

FIG. 6 illustrates an electric vehicle charging system in accordancewith various techniques and technologies described herein.

FIG. 7 illustrates a flow diagram for a method for using another user'smobile device to communicate with a cloud server.

FIG. 8 illustrates an electric vehicle charging system in accordancewith various techniques and technologies described herein.

FIG. 9 illustrates a flow diagram for a method for extending a user'sreservation time at a charging station in accordance with varioustechniques and technologies described herein.

FIG. 10 illustrates a flow diagram for a method for reserving and/orassigning a user's reservation time at a charging station in accordancewith various techniques and technologies described herein.

FIG. 11 illustrates an electric vehicle charging system in accordancewith various techniques and technologies described herein.

FIG. 12 illustrates a flow diagram for a method of using geolocationinformation to determine the availability of a charging station orsending messages to a mobile device in accordance with varioustechniques and technologies described herein.

FIG. 13 illustrates a flow diagram for a method of using geolocationmethods to monitor mobile devices at and away from a charging station inaccordance with various techniques and technologies described herein.

FIG. 14 illustrates a flow diagram for a method for using a mobiledevice as a means for controlling charge transfer in accordance withvarious techniques and technologies described herein.

FIG. 15 illustrates an electric vehicle charging system in accordancewith various techniques and technologies described herein.

FIG. 16 illustrates a flow diagram for a method for regulating thecharging of an electric vehicle through adjusting a charging current'sduty cycle in accordance with various techniques and technologiesdescribed herein.

FIG. 17 illustrates different pulse width modulation (PWM) duty cyclesin accordance with various techniques and technologies described herein.

FIG. 18 illustrates an electric vehicle charging system in accordancewith various techniques and technologies described herein.

FIG. 19 illustrates a flow diagram of a method for managing the chargingof an electric vehicle by communicating charging control signals amongsta plurality of charging stations in a multi-agent network in accordancewith various techniques and technologies described herein.

FIG. 20 illustrates a schematic diagram of a computing system in whichthe various technologies described herein may be incorporated andpracticed.

DETAILED DESCRIPTION

The discussion below is directed to certain specific implementations. Itis to be understood that the discussion below is only for the purpose ofenabling a person with ordinary skill in the art to make and use anysubject matter defined now or later by the patent “claims” found in anyissued patent herein.

Reference will now be made in detail to various implementations,examples of which are illustrated in the accompanying drawings andfigures. In the following detailed description, numerous specificdetails are set forth in order to provide a thorough understanding ofthe claimed invention. However, it will be apparent to one of ordinaryskill in the art that the claimed invention may be practiced withoutthese specific details. In other instances, well known methods,procedures, components, circuits, and networks have not been describedin detail so as not to unnecessarily obscure aspects of the claimedinvention.

It will also be understood that, although the terms first, second, etc.may be used herein to describe various elements, these elements shouldnot be limited by these terms. These terms are only used to distinguishone element from another. For example, a first object or step could betermed a second object or step, and, similarly, a second object or stepcould be termed a first object or step, without departing from the scopeof the invention. The first object or step, and the second object orstep, are both objects or steps, respectively, but they are not to beconsidered the same object or step.

The terminology used in the description herein is for the purpose ofdescribing particular embodiments only and is not intended to limit theclaimed invention. As used herein, the singular forms “a”, “an” and“the” are intended to include the plural forms as well, unless thecontext clearly indicates otherwise. It will also be understood that theterm “and/or” as used herein refers to and encompasses any and allpossible combinations of one or more of the associated listed items. Itwill be further understood that the terms “includes,” “including,”“comprises,” and/or “comprising,” when used in this specification,specify the presence of stated features, integers, steps, operations,elements, and/or components, but do not preclude the presence oraddition of one or more other features, integers, steps, operations,elements, components, and/or groups thereof.

As used herein, the term “if” may be construed to mean “when” or “upon”or “in response to determining” or “in response to detecting,” dependingon the context. Similarly, the phrase “if it is determined” or “if [astated condition or event] is detected” may be construed to mean “upondetermining” or “in response to determining” or “upon detecting [thestated condition or event]” or “in response to detecting [the statedcondition or event],” depending on the context.

Electric vehicle charging stations or electric vehicle supply equipment(EVSE) provide an electric vehicle with the capability to recharge thevehicle's battery or energy storage device. An electric vehicle maydrive up to a charging station, connect to the charging station, andreceive power from the electricity grid. Similar to the functionalityoffered by a gas station, a commercial charging station may need toprovide access control, status updates, charging management and usagedata.

Certain terms are defined throughout this description as they are firstused, while certain other terms used in this description are definedbelow:

A “cloud server” is a central server or backend located remotely fromthe charging station and connected by means of a wide area network(WAN), such as the Internet. A cloud server may communicate with acharging station to manage and authorize charge transfers at chargingstations.

A “mobile device” may be a cell phone, an iPad, a Personal DigitalAssistant, a personal computer, a component/module of an electricvehicle, a device utilizing a telematics service such as one forOnStar®, or the like.

A “session report” is a detailed account of a charging transaction at acharging station, which may include billing information and usage datasuch as charging duration, electricity price data, energy dispensed,fault information and time information. A session report may beconverted into a non-human readable format, where it may be exchanged inthe background. A session report in this non-human readable format iscalled a session info key.

A “charging transaction” is a commercial exchange between a user and acharging station or cloud server that enables an electric vehicle toreceive a charge transfer.

A “grid utility” may be a power company, energy provider, a remoteserver responsible for managing an electrical power grid, or otherentity that may determine the cost or quantity of electricity along anelectrical power grid.

Using a Mobile Device as a Means for a Charging Station to Communicatewith a Cloud Server

FIG. 1 illustrates an electric vehicle charging system 100 in accordancewith various techniques and technologies described herein. In oneimplementation, the electrical charging system 100 includes a chargingstation 190 for an electric vehicle 130, which uses a mobile device 140of a user 160 to communicate with a cloud server 110. The mobile device140 may be a cell phone, but other implementations are imagined such asan iPad, a Personal Digital Assistant, a personal computer, acomponent/module of the electric vehicle 130, a device utilizing atelematics service such as the one for OnStar®, or the like. As anelectric vehicle component, the mobile device 140 may be a permanentfixture to the vehicle, or a non-permanent fixture that is readilyremovable from the vehicle.

The mobile device 140 provides a connection 120 to the cloud server 110.Intermittent connections, such as wireless network connections, aredepicted using arrows with segmented lines. Unbroken arrows may depict ahardwired connection, such as a connection between an electric vehicleand a charging station over a charging coupler. The connection 120 tothe cloud server 110 may utilize a wireless method such as WiFi,Cellular technology (e.g., CDMA, GPRS, HSDPA, EDGE, LTE, etc.), oranother wireless backhaul.

Additionally, the mobile device 140 provides a connection 170 (alsocalled a single networked link) to the charging station 190. In thismanner, the mobile device 140 may act as a network intermediary forfacilitating communication between the charging station 190 and thecloud server 110. The connection 170 between the mobile device 140 andthe charging station 190 may be a wireless connection over one of manywireless protocols such as Bluetooth, WiFi, Near-Field Communication(NFC), Radio Frequency Identification (RFID), or another method. Theconnection 170 may also be a wired connection between the mobile device140 and the charging station 190. For a wired connection, the mobiledevice 140 may connect to a docking station over an audio plug or audiojack or a universal service bus (USB) or using another wired method suchas over a charging coupler. A charging coupler may use power linecommunication to provide communication between the mobile device 140 andthe charging station 190.

In another implementation, the mobile device 140, the electric vehicle130 or the charging station 190 may utilize an alternate means ofcommunication with the cloud server 110 by using a telematics service oranother communication method. In the case of in-vehicle telematics,additional data that may not necessarily be available to the mobiledevice, such as the state of charge of the battery of the electricvehicle 130, may be transmitted to the cloud server 110.

Where a telematics service is being utilized, a telematics platform mayaggregate data from various telematics services and use the data tosupport features in the cloud server 110, the mobile device 140 or thecharging station 190. The telematics platform may track battery statuson the electric vehicle 130, geolocation of the electric vehicle 130 ormobile device 140, any error codes relating to the electric vehicle 130or mobile device 140, and any other relevant information. Error codesmay be used to alert the electric vehicle's 130 manufacturer, or primethe charging station to reduce or stop charge if there is a potentiallydangerous error on the electric vehicle. This method of informationmanagement may be used periodically at specific intervals, designatedtimes, or any time. For example, the mobile device 140 and the cloudserver 110 may notify each other of particular events through thetelematics platform. In one implementation, where the electric vehicle's130 battery is low, the cloud server 110 or charging station 190 may usethis data from the telematics platform to forecast an energy load orreserve a charging space for use by the electric vehicle 130.

Where the charging station 190 has no alternative network connection tothe cloud server 110 outside of the mobile device 140, the mobile device140 may be responsible for sending or relaying requests for electricvehicle charge transfers, charging parameters or updates to existingcharging parameters between the cloud server 110 and the chargingstation 190. Data stored on the charging station 190 may be received orupdated over the connection 170 with the mobile device 140. The cloudserver 110 may receive identification information, session reports ofuser charging transactions, charging station status updates, and otherdata over the connection 120 with the mobile device 140.

The electric vehicle 130 may have a connection 180 to the chargingstation 190. Further, the connection 180 may include a charging couplerfor transmitting charging current to the electric vehicle's 130 batteryor communicating with the electric vehicle 130. Likewise, the connection180 may be wireless, and use any wireless protocols such as WiFi.

The user 160 may input instructions and data into the mobile device 140over a user interface on the mobile device 140. The user interface onthe mobile device 140 may provide charging information related to acharge transfer, such as charging status reports for the electricvehicle 130 that may include how long until the user's 160 chargetransfer is complete, whether there are any complications in thecharging process, the current cost of a charging transaction, and otherrelevant information for the user 160.

The charging station 190 may have a user interface where the user 160may input data into the charging station 190. The user 160 may key indata directly through the user interface at the charging station 190,connect a flash drive, a CD-ROM or another removable data storage mediumto the charging station 190, present an RFID card, make a selection viakeypad, keyboard or touch screen or directly use the charging station190 without prior activation from the mobile device 140 or cloud server110.

FIG. 2 illustrates an electric vehicle charging system 200 in accordancewith various techniques and technologies described herein. In oneimplementation, the electric vehicle charging system 200 includes acharging station 202 with a connection to a mobile device 275 and aconnection to an electric vehicle 270 via a charging coupler 265. Thecharging coupler 265 is a component of the charging station 202, but insome implementations the charging coupler 265 may be an extension of theelectric vehicle 270. The charging station 202 may be connected to aremote network device 245, another charging station 250, and a smartgrid device 255 over a local area network (LAN) connection 260 through anetwork interface 240 at the charging station 202. The LAN connection260 may be wired or wireless, internal or external to the chargingstation 202, or a combination thereof. In one implementation, thecharging station 202 may have a docking station 215 to facilitate themobile connection. In another implementation, a user may interactdirectly with the charging station 202 over a user interface 205.

The user interface 205 may have a connection 262 to a computing system242. The computing system 242 may contain a central processing unit(CPU) 244, read only memory (ROM) 246, random access memory (RAM) 248,and a data storage 252. While only one CPU is illustrated, in someimplementations, the computing system 242 may include more than one CPU.The data storage 252 may be an embedded chip on the computing system242, off-chip, or both. The ROM 246 and the data storage 252 may bevolatile or nonvolatile, and removable or non-removable storage of thecomputer-readable instructions, data structures, program modules andother data for the computing system 242. Data storage 252 may furtherinclude RAM, ROM, erasable programmable read-only memory (EPROM),electrically erasable programmable read-only memory (EEPROM), flashmemory or other solid state memory technology, CD-ROM, digital versatiledisks (DVD), or other optical storage, magnetic cassettes, magnetictape, magnetic disk storage or other magnetic storage devices, or anyother medium which can be used to store information and which can beaccessed by the computing system 242.

The computing system 242 may have a connection 276 to a clock 230, aconnection 274 to a debug interface 235, a connection 272 to the networkinterface 240, and a connection 264 to an EMeter 210. The clock 230 is acomponent that maintains the system clock for the charging station 202.The clock 230 may be synchronized with a cloud server. The debuginterface 235 is a component that provides access to a device and may beeither external or internal to the charging station 202 for the purposeof manipulating or monitoring the charging station 202. The device maybe a system that is inaccessible to a regular user. The EMeter 210 is acomponent that measures energy supplied to the electric vehicle 270through the charging coupler 265. The computing system 242 may have aconnection 268 to a control pilot 225 as well as a connection 266 to aground fault circuit interrupter (GFCI) 220. The control pilot 225 is acomponent that communicates with the electric vehicle 270 using thecharging coupler 265 and exchanges signals and triggers to control thecharging state. However, the control pilot 225 and the electric vehicle270 may communicate wirelessly or by another wired method as well. TheGFCI 220 is protection equipment that serves as a safety feature todetect a leakage current to the ground

FIG. 3 illustrates a flow diagram 300 for a method for using the mobiledevice 140 as a means for the charging station 190 to communicate withthe cloud server 110 in accordance with various implementationsdescribed herein. It should be understood that while the operationalflow diagram 300 indicates a particular order of execution of theoperations, in other implementations, the operations might be executedin a different order. Further, in some implementations, additionaloperations or steps may be added to the method. Likewise, someoperations or steps may be omitted.

At step 310, the mobile device 140 connects to the charging station 190over a single networked link. For example, the connection may beperformed by a wired or wireless method, or both. In one implementation,the mobile device 140 may connect to the charging station 190 via thedocking station 215, which may be part of the charging station 190 orseparate. For purposes of this application, a network link and anetworked link may be used interchangeably. A single networked link isdefined as having no intermediary cloud server 110 or remote serverbetween the mobile device 140 and the charging station 190. Forcommunication over a single networked link, the mobile device 140 servesas a communication intermediary between the cloud server 110 and thecharging station 190. Because the charging station may not have a hardwired or other method for connecting to a cloud server 110 or a remoteserver, the charging station 190 can utilize the mobile device 140 as ameans to transmit information back and forth with the cloud server 110or a remote server. This setup may make practical sense where thecharging station 190 is isolated from a communication network (i.e.,without phone lines, a power line communication network, etc.) or forfinancial or other reasons, such as to reduce hardware or software on acharging station.

Furthermore, where the charging station 190 includes a local areanetwork, it may be unnecessary that the mobile device 140 communicatedirectly to the charging station 190. For instance, the mobile device140 may communicate over the single networked link through externalcomponents, such as wireless routers, to the charging station 190.

At step 320, the mobile device 140 connects to the cloud server 110. Theconnection may be facilitated using a wireless method such as a WiFi,Cellular technology (e.g., CDMA, GPRS, HSDPA, EDGE, LTE, etc.), oranother wireless backhaul. In one implementation, the mobile device 140may connect to an existing network infrastructure, such as the OnStarservice or another telematics service in order to communicate with thecloud server 110. The connection in step 320 may be a one-time event orinvolve periodic communication between the mobile device 140 and thecloud server 110.

At step 330, the mobile device 140 receives a message from the chargingstation 190. The message may include a grid demand instruction, a griddemand schedule, identification information, a session report, billingdata, electricity price data, fault data, usage data, a request toenable or disable charge transfer, charging parameters, updates to thecharging station 190, or other data or information pertaining to thecharging of the electric vehicle 130.

At step 340, the mobile device 140 relays a message to the cloud server110. The message may include a duplicate copy of the message receivedfrom the charging station 190, a message modified or adjusted by themobile device 140, or an entirely unrelated message from the onereceived by the mobile device 140 in step 340.

At step 350, the mobile device 140 receives a message from the cloudserver 110. This message in step 360 may be a response to the messagefrom step 350, or be an unrelated message. The message may include anaccess key, charging parameters, authorization instructions, updatesfrom the cloud server 110 for the mobile device 140 or charging station190, or another relevant message. In one implementation, the message maybe sent from a telematics platform.

At step 360, the mobile device 140 relays a message to the chargingstation 190 over a single networked link. The message in step 360 to thecharging station 190 may comprise a duplicate copy of the message fromthe cloud server 110 in step 350, a message modified or adjusted by themobile device 140, or an entirely unrelated message from the onereceived by the mobile device 140 in step 350.

At step 370, the mobile device 140 disconnects from the charging station190. In one implementation, the mobile device 140 may be removed fromthe proximity of the charging station 190, while the electric vehicle130 is charged by the charging station 190. The electric vehicle's 130charge transfer may start, continue, or finish while the mobile device140 is away from the charging station 190. In one implementation, themobile device 140 may never return to the charging station 190, and thecharging station 190 may perform all functions necessary for the chargetransfer without communication with the cloud server 110 or wait untilanother mobile device connects to the charging station 190.

Generating an Access Key for Managing the Charging Station

FIG. 4 illustrates a flow diagram 400 of a method for generating anaccess key for managing a charging station in accordance with variousimplementations described herein. In one implementation, the methoddescribed in the flow diagram 400 may be performed by the cloud server110 or the charging station 190. It should be understood that while theoperational flow diagram 400 indicates a particular order of executionof the operations, in other implementations, the operations might beexecuted in a different order. Further, in some implementations,additional operations or steps may be added to the method. Likewise,some operations or steps may be omitted.

At step 410, the process starts, i.e., the mobile device 140 connects tothe charging station 190. These steps are similar to steps 310-320 andare described in more detail with reference to steps 310-320. The mobiledevice 140 may be accompanied by a mobile application (“Mobile App”),which initiates the connection. The Mobile App may also be used toconnect to the cloud server 110. Also, the connection may utilize powerline communication over a charging coupler between the electric vehicle130 and the charging station 190.

At step 420, a network link forms between the charging station 190 andthe cloud server 110 with the mobile device 140 being disposed betweenthe charging station 190 and the cloud server 110. Communication betweennetwork components may be secured via common industry methods ofencryption, such as over a Virtual Private Network (VPN), Secured SocketLayer (SSL), or other secured channel communication methods.

In some implementations, communication exchanges between the mobiledevice 140 and the charging station 190, the charging station 190 andthe cloud server 110, or the mobile device 140 and the cloud server 110may be encrypted and encoded. This encryption is to prevent unauthorizedsnooping of keys that may contain activation codes and usageinformation. Because the keys are in a non-readable format and might beexchanged in the background, the security risks are low in the instancewhen someone else, other than the user 160, retrieves and sends asession report to the cloud server 110.

At step 425, the charging station 190 and the cloud server 110synchronize data over the network link. The charging station 190 mayupload session reports to the cloud server 110, or download the latestdemand response schedule from the cloud server 110 during thesynchronization phase. The demand response schedule may describe thecharging parameters, smart charging instructions, and a timeline forcharging electric vehicles at the charging station 190. Thissynchronization step may include sharing or matching settings betweenthe cloud server 110 and the charging station 190, updating software onthe charging station 190, performing tests to insure data integrity orappropriate hardware functionality for charging electric vehicles, andany other actions suitable for the continued quality performance of thecharging station 190. Because the communication between the cloud server110 and charging station 190 may be intermittent, it is possible that acharging station 190, which has been out of contact with the cloudserver 110 for a significant period of time, may have inaccurate pricinginformation, settings, or a backlog of system data or session reports.This information may need to be sent to the cloud server 110.

In one implementation, data and software on the mobile device 140 mayneed to be synchronized with data or software on the cloud server 110.As such, the mobile device 140 may check for an active data connectionto the cloud server 110 on a regular interval (e.g., daily). If a dataconnection is available, the mobile device 140 may connect to the cloudserver 110. Otherwise, the mobile device 140 may notify the user 160 toactivate a data connection and attempt to reconnect. If no connectionpersists, the mobile device 140 may become deactivated, either bysoftware or hardware on the mobile device 140. A deactivated mobiledevice may not initiate a charge transfer at a charging station.

During synchronization, the user's 160 account linked to the mobiledevice 140 may be examined for accuracy, sufficient credit balance, avalid credit card accompanying the account, whether the account is validand active, and other factors. If the user's 160 account is found to bevalid and active, the cloud server 110 may send an instruction to themobile device 140 to keep the device active for charging the electricvehicle 130. If the account is not valid or not active, the cloud server110 may send an instruction to deactivate or prevent the mobile device140 for use in charging the electric vehicle 130.

In another implementation, the synchronization performed in step 425 maybe done through a telematics platform. For example, the electric vehicle130 may utilize telematics services to facilitate the synchronizationbetween the charging station 190 and the cloud server 110, but othertelematics devices besides an electric vehicle are contemplated as well.

At step 430, the charging station 190 sends an identification andrequest for charging the electric vehicle 130 to the cloud server 110.In one implementation, the identification corresponds to the specificcharging station 190. However, in some implementations, theidentification may correspond to the mobile device 140, the cloud server110, an electric vehicle, a cluster or cloud of charging stations, theuser 160, the user's 160 account, a utility account, a communicatingmeter, a communicating meter network, a combination of these, or someother relevant part of the charging system 100.

In other implementations, the identification may be stored locally onthe mobile device 140 or the cloud server 110 or another part of thecharging system 100 not disclosed. The request for charging the electricvehicle 130 may be a general request or may contain specific parametersdescribing the charge transfer.

In another implementation, the cloud server 110 may receive theidentification from the electric vehicle 130. Where the connection instep 410 is over a charging coupler, the identification may be sentthrough power line communication (PLC) to the electric vehicle andforwarded to the cloud server 110. Likewise, the electric vehicle 130may transmit the identification to the cloud server 110 through atelematics platform.

Further, the user 160 may identify the charging station 190 physicallyon site and input this identification into his mobile device 140. Inthis implementation, the mobile device 140 would send the keyed-inidentification to the cloud server 110 for verification. Likewise, theuser 160 may say aloud the appropriate identification into a microphone.Another implementation involves the user 160 placing the mobile device140 next to the charging station 190 in order to exchange audio signals,such as through dual-tone multi-frequency (DTMF) signaling. Theidentification may also be stored on the mobile device 140, and using amobile application, may select the charging station 190 among a list ofcharging stations based on any number of location parameters, such asthe state, city, zip code, street, or other location information.

In one implementation, the charging station 190 may freely broadcast itsidentification to any mobile device over a wireless or wired connection.By freely broadcasting an identification, a charging station maytransmit a signal, similar to a public SSID on a wireless router, to anymobile or other device within range, alerting users to the existence oravailability of the charging station 190. Likewise, the charging station190 may require a trigger or passcode before providing itsidentification.

At step 435, the cloud server 110 checks the identification against aplurality of identifications to determine whether the identification isvalid. The identification may be a permanent value, or be periodicallychanged based on time or location. The cloud server 110 may then checkthe identification with either previous, current, or otheridentifications of the same charging station 190, the mobile device 140,or the cloud server 110 to determine whether the identification isvalid. The identification may be an actual value or correspond to analgorithm.

In one implementation, the identification may also describe a specificcloud or remote server. In an instance where several cloud servers orremote servers are being utilized within a network, the identificationmay direct the mobile device to communicate with a particular cloudserver or remote server for a specific message or request.

If the identification is not valid, the user 160 responsible forrequesting the charge transfer may be notified of a problem, or thecharge transfer may be denied. Otherwise, the user 160 may receive anotification that the charge transfer is allowed.

In one implementation, the cloud server 110 validates credit card orother payment information based on the request from the charging station190. The credit card information may be sent from the mobile device 140or the charging station 190, or be stored locally on the cloud server110.

At step 440, if it is determined that the request and identification arevalid, then the cloud server 110 generates a unique access key based onthe identification. Alternatively, the mobile device 140 or anothercomponent of the charging system 100 may generate the access key. Theaccess key may be randomly generated, part of a pseudorandom sequence,or a designated key that may periodically be changed or updated. Whereno connection is available, the mobile device 140 may be programmed togenerate an access key, or a special access key may be stored for thesetypes of situations. The access key is used for authenticating the user160, activating the charging station 190, and may contain chargingparameters or charging preferences or charging session informationembedded in the key.

At step 445, the cloud server 110 sends a response, the access key, andcharging parameters over the network link to the charging station 190.Upon receiving the access key, the mobile device 140 relays the accesskey to the charging station 190 to enable the electric vehicle's 130charge transfer. The response may include limitations on the futurecharge transfer, a time period where the access key may be valid, arestatement of data included in the earlier request, or otherinformation. The cloud server 110 may send the access key to the mobiledevice 140 or to the charging station 190 via an alternate network path.

The charging parameters sent by the cloud server 110 and used throughoutthe charging system 100 may include the following: a cable rating of acharging coupler, a duty cycle for a charging current, a length of timefor charging an electric vehicle, a threshold level for aggregateelectrical consumption, a maximum allowable charge rate, a microgridrating, a plug rating, a price of electricity, a protection fuse rating,a quantity of electricity stored within a microgrid, a specified timefor completing the charging of an electric vehicle, a total cost ofcharging an electric vehicle, an operational limit set by a grid utilityor other energy provider, a battery temperature of an electric vehicle,a current battery charge of an electric vehicle, a time of day, a timeuntil an electric vehicle's next use, a weather reading, a future powerdraw from an electric vehicle, a level for instantaneous electricconsumption, a present power draw from an electric vehicle, a quantityof electricity stored within a microgrid, an option for econocharging,and an option for using green energy. Econocharging allows a user toreduce the overall cost of a charging transaction for an electricvehicle by scheduling the charge transfer around times or days whereelectricity is sold at a lower price than another time. Green energyrefers to electricity generated from wind turbines, solar power,hydroelectric power, or another renewable energy resource. Likewise, oneor more charging parameters may be associated with a particularidentification or user account.

At step 450, in response to receiving the response, the access key, andthe charging parameters from the cloud server 110, the charging station190 may check the access key against an algorithm or stored informationto determine whether the received access key is valid. The chargingstation 190 may store specific access keys for specific periods of timeto determine validity. If the access key is determined by the chargingstation 190 to be valid, a charging current may be enabled for theelectric vehicle 130.

At step 455, the charging station 190 may adjust the electric vehicle's130 charge transfer based on the received charging parameters. Forexample, the charging station 190 may adjust the default charge settingsusing the new charging parameters or simply replace old parametersvalues with the new ones. The charging station 190 may adjust the chargetransfer throughout the actual charging process or before chargingbegins. The charging station 190 may also intermittently receive newcharging parameters or periodically check for current chargingparameters to see if the charging transfer needs to be adjustedaccordingly.

At step 460, the mobile device 140 disconnects from the charging station190. The mobile device 140 may leave the charging station's 190proximity, while the electric vehicle 130 remains charging. The mobiledevice 140 may never return to the charging station 190, but the controlpilot 225 may continue to perform all functions necessary for chargetransfer. Where the charge transfer ends without fully completing acharge transfer or because of some unexpected result, the chargingstation 190 may start a new charge transfer without communicating withthe cloud server 110. Likewise, the charging station 190 may wait untilanother mobile device connects to the charging station 190 in order toobtain a new access key or authorization for a charge transfer.

FIG. 5 illustrates a signal diagram 500 for a method for enabling acharge transfer for an electric vehicle at a charging station inaccordance with various implementations described herein. In oneimplementation, the method described in the signal diagram 500 may beperformed by the cloud server 110, the mobile device 140, and thecharging station 190. It should be understood that while the operationalsignal diagram 500 indicates a particular order of execution of theoperations, in other implementations, the operations might be executedin a different order. Further, in some implementations, additionaloperations or steps may be added to the method. Likewise, someoperations or steps may be omitted.

At step 505, the user 160 connects the mobile device 140 to the chargingstation 190. At step 510, the cloud server 110 and the charging station190 synchronize data over the network link facilitated by the mobiledevice 140. At optional step 515, the charging station 190 sends arequest for charge transfer to the mobile device 140. This step may beoptional, because the mobile device 140 may initiate the request itself.At step 520, the mobile device 140 sends a request for charge transferto the cloud server 110. At step 525, the charging station 190 sendsidentification corresponding to the specific charging station 190 to themobile device 140. At step 530, the mobile device 140 sends theidentification to the cloud server 110. At step 535, the cloud server110 checks the identification to determine whether the identification isvalid. At step 540, the cloud server 110 generates an access key. Atstep 550, the cloud server 110 sends a response to the request forcharge transfer to the mobile device 140. At step 555, the mobile device140 sends a response to the request for charge transfer to the chargingstation 190. At step 560, the cloud server 110 sends the access key tothe mobile device 140. At step 565, the mobile device 140 sends theaccess key to the charging station 190. At step 570, the cloud server110 sends charging parameters to the mobile device 140.

At step 575, the mobile device 140 sends charging parameters to thecharging station 190. At step 580, the charging station 190 adjustscharging parameters for the charge transfer. Types of chargingparameters and regulating the charging of an electric vehicle throughadjusting charging parameters will be described in more detail withreference to FIGS. 15-17. Although the response, the access key and thecharging parameters have been described as being sent sequentially, insome implementations they may be sent all at once, i.e., simultaneously.

At optional step 582, the mobile device 140 sends a charging controlsignal to the charging station 190. Further, the charging control signalmay be sent to the control pilot 225 before, during, or after the chargetransfer. Charging control signals may provide instructions for thecharging station 190, as well as constraints or requirements for thecontrol pilot 225. These constraints or requirements may correspond tocharging parameters as noted above in step 445. Likewise, the mobiledevice 140 may not send a charging control signal, and, instead, thecontrol pilot 225 may have various actions predetermined by the chargingstation's 190 hardware or software.

At step 585, the charging station 190 starts charging the electricvehicle 130. At optional step 587, the user 160 may disconnect themobile device 140 from the charging station 190.

At step 590, the charging station 190 stops charging the electricvehicle. In one implementation, there may be a delay of a predefinedinterval before deactivating the control pilot 225, so that in case ofaccidental unplugging or the user 160 changes his mind, the chargingstation 190 may resume charging without having to repeat any previoussteps of method 500.

At optional step 592, the charging station 190 may send a session reportinvolving the previous charge transfer through a different mobile deviceto the cloud server 110. Alternatively, if the mobile device 140 has notbeen disconnected from the charging station 190 or the user 160reconnects the mobile device 140, the session report may be sent throughthat mobile connection. The session report may be converted into asession info key before being transmitted to the cloud server 110. Thisapproach of using another user's mobile device to communicate with thecloud server 110 is described in more detail below with reference toFIGS. 6-7.

Using Another User's Mobile Device to Communicate with Cloud Server

FIG. 6 illustrates an electric vehicle charging system 600 in accordancewith various techniques and technologies described herein. The chargingsystem 600 includes a charging station 690 for charging electricvehicles as described by FIGS. 1-5. In one instance, a first mobiledevice 660 initiates a charge transfer at the charging station 690 foran electric vehicle 620. In this scenario, the electric vehicle's 620owner 630 leaves the charging station 690 during the charge transfer andreturns to the charging station 690 to pick up the electric vehiclewithout reconnecting the first mobile device 660. Doing so results inthe charge transfer's session report remaining on the charging station690, because no uplink currently exists to a cloud server 610. However,a second mobile device 650 may eventually come along. When a seconduser's 640 mobile device 650 connects to the charging station 690 over asingle networked link 655 as described in FIGS. 3-5, the session reportregarding the earlier charge transfer may be uploaded over a networkconnection 615 to the cloud server 610. This method of using a secondmobile device 650 to upload data relating to a different mobile deviceor electric vehicle is nicknamed the piggybacked approach.

FIG. 7 illustrates a flow diagram 700 of a method for using anotheruser's mobile device to communicate with a cloud server. In oneimplementation, the method described in the flow diagram 700 may beperformed by the mobile device 660 and with reference to FIG. 6. Itshould be understood that while the operational flow diagram 700indicates a particular order of execution of the operations, in otherimplementations, the operations might be executed in a different order.Further, in some implementations, additional operations or steps may beadded to the method. Likewise, some operations or steps may be omitted.

This method, nicknamed the piggybacked approach, may prove useful wherean electric vehicle's user initiates a charging transaction, leaves thecharging station 690 without a mobile device, and returns to pick up hiselectric vehicle without his mobile device. Under these circumstances,the charging station 690 may be unable to connect to the cloud server610, and would need to wait for another opportunity to upload the chargetransfer's session report.

At step 710, the first mobile device 660 initiates a chargingtransaction for the electric vehicle 620, and then, subsequently, themobile device 660 leaves the charging station 690. The user 630 of theelectric vehicle 620 may leave his car parked at the charging stationovernight or go shopping or engage in any other activity that may causehim to leave his charge transfer unattended. The charge transfer mayalso finish before the user 630 returns to pick up his electric vehicle620, and the cloud server 610 may find it valuable to receive thesession report associated with the charging transaction as soon aspossible.

At step 720, the second mobile device 650 facilitates communicationbetween the charging station 690 and the cloud server 610 regarding thefirst mobile device's 660 charging transaction. This step may includecreating a network link between the charging station 690 and the cloudserver 610 through the second mobile device 650, similar to how themethod was performed in FIGS. 4-5. The network link may include thesingle networked link 655 between the charging station 690 and thesecond mobile device 650 and the network connection 615 between thesecond mobile device 650 and the cloud server 610.

In one implementation, where the charging station 690 needs tocommunicate to the telematics platform without an independent connectionat the charging station 690, the charging station 690 may use the methodof communication facilitated in step 720 to accomplish this task.

At step 730, the charging station 690 sends session report to the cloudserver 610 through the second mobile device 660. Besides a sessionreport, the charging station 690 may upload data, charging parameters,charging control signals or other information regarding the first mobiledevice's 660 charging transaction.

In one implementation, the charging station 690 may also use thisopportunity to download data, charging parameters, updates or otherinformation for use in modifying an ongoing charge transfer for anelectric vehicle without a corresponding mobile device. The cloud server610 may also need to send the charging station 690 instructions toreserve specific charging spaces at the charging station 690.

Reservation

FIG. 8 illustrates an electric vehicle charging system 800 in accordancewith various techniques and technologies described herein. The chargingsystem 800 includes a charging station 890 for electric vehicles. Theevents depicted in FIG. 8 may be happening simultaneously or in adifferent order from how they are described. FIG. 8 shows a first user840 occupying a charging space 820 with an electric vehicle 850 andinitiating a charge transfer with his mobile device 830. A second user870 contacts a cloud server 810 using his mobile device 860 to obtain areservation ticket (not shown) for the charging space 820 at a specifictime. The reservation ticket may reserve the occupied charging space fora specific time period that may be hours, days, or weeks later. In oneimplementation, the first user 840 may use his mobile device 830 tocommunicate over the cloud server 810 with the second user 870 regardinghis reservation ticket. In another implementation, obtaining thereservation ticket from the cloud server 810 may be facilitated througha telematics platform. The telematics platform may also facilitatecommunications regarding the reservation ticket, such as between usersor changes to the reservation at the cloud server 810. Variousreservation techniques are described in more detail in the paragraphsbelow with reference to FIGS. 9 and 10.

In another implementation, the second user 870 may transmit a request tothe cloud server 810 using his mobile device 830 to be assigned a placein a charging station queue for a future available charging space. Thecharging station queue may be a table or a database that determines theorder that users may receive available charging spaces. For example, thecharging station queue may be a list of users, where the highest user onthe list is the next user that receives the next available chargingspace at a charging station or amongst a group of charging stations in ageographic area. When the second user 870 reaches the top of the queueand the charging space 820 becomes or is about to become available, thesecond user 870 may receive a notification from the cloud server 810that the charging space 820 is available or will soon be available for acharging session. The notification from the cloud server 810 may containa request for acceptance or rejection of the charging space 820. Thesecond user 870 may transmit a response to the cloud server 810accepting or rejecting the available charging space 820. If an availablecharging station is accepted by the second user 870, a temporary hold isplaced on the available charging space 820 to prevent a different userfrom occupying the available charging space 820 until the second user870 arrives. If an available charging station is rejected by the seconduser 870, a notification is sent by the cloud server 810 to thesubsequent user in the charging station queue. For more informationabout charging station queues, see step 930 in FIG. 9.

FIG. 9 illustrates a flow diagram 900 of a method for extending a user'sreservation time at a charging station in accordance with varioustechniques and technologies described herein. In one implementation, themethod in the flow diagram 900 is performed by the cloud server 810 andwith reference to FIG. 8. It should be understood that while theoperational flow diagram indicates a particular order of execution ofthe operations, in other implementations, the operations might beexecuted in a different order. Further, in some implementations,additional operations or steps may be added to the method 900. Likewise,some operations or steps may be omitted.

At step 910, a first user 840 occupies a charging space 820 at thecharging station 890 with an electric vehicle 850. Each charging stationmay be divided into several charging spaces, where each charging spacehas room for an electric vehicle to attach to a charging coupler. Insome implementations, a charging space may be open for anyone to driveup and use the space to charge their electric vehicle. On the otherhand, charging spaces may include a physical enclosure that limitsaccess only to authorized users. The first user 840 may obtain access tothe charging space 820 through communicating with the charging station890 either through the user interface 205, by connecting the mobiledevice 830 to the docking station 215, or through a wireless connection.

At step 920, the first user 840 initiates the charging of the electricvehicle 850.

At step 930, a second user 870 obtains a reservation ticket for chargingan electric vehicle at the charging station 890. While the second user870 may obtain the reservation ticket after the first user 840 beginscharging the electric vehicle 850 or occupying the charging space 820,this event may have happened simultaneously or at an earlier time thansteps 910-920. The reservation ticket may specify a date and time whenthe user 870 may charge an electric vehicle at a designated chargingstation. The ticket may include a time interval, e.g., minutes, hours,or days. In one implementation, the second user 870 may receive thereservation ticket through a mobile application on his mobile device 860or through a website connected to the cloud server 810. This reservationticket may be stored digitally on a user's mobile device without theneed for verification from the cloud server 810. Likewise, reservationtickets may be recorded and tracked on a database at the cloud server810. Reservation tickets may be associated with user accounts, specificelectric vehicles, or specific charging stations. In anotherimplementation, a user may receive a physical reservation ticket thatenables the charging of an electric vehicle at a charging stationwithout a mobile device.

In another implementation, the reservation ticket may correspond to aplace in a charging station queue, where the charging station queuedetermines what user receives access to the next available chargingspace. The charging station queue may be for a single electric vehiclecharging station or a group of charging stations in a geographiclocation. Likewise, the initial place that a reservation ticket isassigned in the charging station queue may be determined by “first intime, first in right”, a priority system giving preferences to specificusers or classes of users, or a weighting system taking into accountsuch factors as the time the reservation ticket was made, additionalfinancial compensation paid for the reservation ticket outside theregular price, the expected time a vehicle will occupy the availablecharging space, the preferred location of the user, or any otherfactors. In another instance, there may be “n” total places in thequeue, where n is a positive integer, and the most recently obtainedreservation ticket is for the nth place. In another implementation, thereservation ticket may contain a request by a user to be notified when acharging space becomes available.

When a charging space becomes available, the next user in the chargingstation queue may receive a notification from the cloud server 810 thata charging space is available for use. The user with the reservationticket may accept or reject the available charging space in a responseback to the cloud server 810. If the offer for the available chargingspace is accepted, a temporary hold is placed on the charging stationpreventing other users from occupying the available charging space untilthe user with the reservation ticket arrives. If the user rejects theoffer to use the available charging space, the user may receive an offerfor the next available charging space, be removed from the chargingstation queue, or allocated a new place in the charging station queuebased on the same or different weighting factors for determining theinitial place in the charging station queue. If the offer is rejected,the subsequent user corresponding to the reservation ticket with thenext place in the charging station queue may receive a subsequent offerfor the available charging space.

In another implementation, instead of reserving specific times atcharging stations, the reservation ticket may correspond to an availablecharging window at individual or multiple charging stations. During acharging window, the owner of the reservation ticket does not have amandatory right to a charging space at a charging station. If a chargingspace is available, he merely has priority over a user without areservation ticket during that charging window. Charging windows may befor minutes, hours, or days.

In yet another implementation, the reservation ticket may include anamount of charge transfer allowed from the charging station 890. Thismethod of using reservation tickets for determining and allocatingcharge transfer provides a valuable management tool across a power grid.In some cases, there may be a hard or variable limit on the aggregateamount of charge available from the power grid connected to the chargingstation 890. If the aggregate amount is a hard limit, once all thecharging current or charge transfer is allotted for electric vehicles orother devices, the charging station 890 cannot charge additionalvehicles. Once all charge transfer is allocated through reservationtickets or actual charging of electric vehicles, no additional electricvehicles may use the charging facilities. If the aggregate amountcorresponds to a variable limit, additional electric vehicles seekingcharge transfer may simply incur an additional cost for electricity. Inthis situation, a reservation ticket may allow someone to lock in aspecific price for charging their electric vehicle.

In still another implementation, a user without a reservation ticket mayuse the charging station 890 until a user with a reservation ticketclaims his spot.

In another implementation, a reservation ticket may be a general ticketand be redeemable at any charging station at any time. Each reservationticket may have a valuation attached to the reservation ticket in casethe ticket's owner may want to assign or be reimbursed for the ticketfrom the cloud server 810. Furthermore, a general ticket may beassignable amongst users or may be returned to the cloud server 810 formonetary or another form of reimbursement.

At step 940, the first user 840 contacts the second user 870 through thecloud server 810. The cloud server 810 may facilitate communicationbetween users connected to the charging station 890 or the cloud server810. Communication between users may utilize a variety of differentmethods, including email, digital voice communication, plain oldtelephone service, instant messaging, push notifications, pop upmessaging, an Internet website, a chat room, an Internet forum, shortmessage service (SMS) text messaging, or another method. The first user840 may contact the second user's 870 mobile device 860 directly, or thecloud server 810 may receive and relay messages to individual users.

In one implementation, the first user 840 communicates a request throughthe cloud server 810 to the second user 870 for extending charging timeover the second user's 870 reserved time. For example, the request maybe an informal communication, where the second user 870 simply agrees toarrive at the charging station 890 at a later time. If the request is aformal communication, the cloud server 810 may modify the second user's870 reservation ticket with a new reserved time or the second user 870may be assigned to a new charging station. A reason for such a requestby the first user 840 may be that the first user 840 decides hiselectric vehicle 850 needs more charge than originally anticipated whenthe charge transfer began. Alternatively, the first user 840 may simplyneed to occupy the charging space 820 due to unforeseen eventspreventing the first user's 840 immediate return to his electric vehicle850.

In another implementation, the second user 870 may be reimbursed for theinconvenience or the reduced charging time. A user who is reimbursed forhis reserved time may be paid directly by a user, or indirectly usingthe cloud server 810. On the other hand, the first user 840, who isrequesting an extension of time, may receive an additional cost to hischarging transaction for going over his allotted time.

In another implementation, if the first user 840 occupies the chargingspace 820 during someone else's reserved time, the first user 840 may bepenalized or fined if he refuses to move his electric vehicle 850.Penalties may be tracked by the cloud server 810 and potentially resultin users having their accounts deactivated. Deactivation results in amobile device or a user's account being locked and unable to accessaccount services or initiate a charging transaction.

At step 950, the second user 870 responds to the first user 840 throughthe cloud server 810. For example, the second user 870 may grant or denythe extension of time for the first user 840. If the second user 870grants the extension of time, the first user's 840 charge transfer maybe adjusted with new charging parameters from the cloud server 810. Ifthe second user 870 denies the extension of time, the first user's 840charge transfer will end when the reserved time begins or at a specifiedtime before the reserved time.

In one implementation, regardless of whether the extension of time isgranted or denied, the first user 840 may receive a notification on hismobile device 830 alerting him to the status of his request. Thenotification may state whether there is acceptance or rejection of theoffer.

In another implementation, the communication between the first user 840and second user 870 may be formal or informal. For an informalcommunication, the second user 870 may simply communicate a message tothe first user 840. If the request is formal, the second user 870 mayagree to an official assignment that authorizes the cloud server 810 tomodify the second user's 870 reservation ticket. An official assignmentmay include a user agreeing to a notification on his or her mobiledevice or transmitting a password or security information to the cloudserver 810. In one implementation, the second user 870 or the first user840 may place formal requirements or conditions on extending thereserved time. These conditions may include a monetary payment or aspecific amount of time that the first user 840 may use the chargingstation 890.

FIG. 10 illustrates a flow diagram 1000 of a method for reserving and/orassigning a user's reservation time at a charging station in accordancewith various techniques and technologies described herein. In oneimplementation, the method in the flow diagram 1000 may be performed bythe cloud server 810. It should be understood that while the operationalflow diagram 1000 indicates a particular order of execution of theoperations, in other implementations, the operations might be executedin a different order. Further, in some implementations, additionaloperations or steps may be added to the method. Likewise, someoperations or steps may be omitted.

At step 1010, the first user 840 obtains a reservation ticket forcharging his electric vehicle 850 at the charging station 890.

At step 1020, the second user 870 observes that the first user 840 has areservation ticket. An internet website or a reservation user interfacemay display charging reservations for specific charging spaces, dates,and times, where one of the displayed reservations corresponds to thefirst user's 840 reservation ticket. The website or reservation userinterface may identify the first user 840 in possession of thereservation or may keep the person anonymous.

At step 1030, the second user 870 contacts the first user 840 throughthe cloud server 810. For example, the second user 870 may communicate arequest through the cloud server 810 to the first user 840 for obtainingthe first user's 840 remaining reservation ticket. If the second user870 wants the first user's 840 reservation time at the charging station890, the second user 870 may inquire if the first user 840 would bewilling to change, modify, or transfer his reservation ticket to him.The transaction may occur between users in real time or through postedmessages (e.g., email), directly or indirectly. For an indirectcommunication, the cloud server 810 may relay messages between the firstuser 840 and the second user 870 without either user having directcontact or knowledge of the other person's identity. Likewise, the cloudserver 810 may use a variety of different communication methods tofacilitate communication between users, including email, digital voicecommunication, plain old telephone service, instant messaging, pushnotifications, pop up messaging, an internet website, a chat room, aninternet forum, short messaging service (SMS) text messaging, or anyother method.

In one implementation, a reservation ticket may be assignable todifferent users in part or as a distinct whole. For example, if thefirst user 840 obtains a reservation ticket for an entire day at thecharging station 890, the first user 840 may divide the reserved timeinto different time intervals so friends or family may charge theirelectric vehicles. Where a reservation ticket is divisible, the ticketmay show the remaining amount of time or charge transfer allowed on theticket. Further, the reservation ticket may also be assigned based oncompensation between parties. In another implementation, if a personknows that he will not be available for charging an electric vehicle athis reserved time, he or she may return their reservation ticket to thecloud server 810 to free up a charging space for someone else. Theperson may be reimbursed by the cloud server 810, or they may receive anew reservation ticket for another time at the same or a differentcharging station.

At step 1040, the first user 840 responds through the cloud server 810to the second user 870. Using the same or a different method ofcommunication as used in step 940, the first user 840 may transmit aresponse to the request back to the second user 870. The response may beinformal, where it is simply a message to the second user 870, or it maybe formal where it authorizes the cloud server 810 to perform someaction.

At step 1050, the first user 840 grants or denies the second user's 870request for the remaining reservation ticket. The charging station 890may act according to the grant or denial. For example, the cloud server810 may transfer the reservation ticket from the first user to thesecond user if the request is granted.

Using Geolocation to Determine Availability of a Charging Station orSend Message to Mobile Device

FIG. 11 illustrates an electric vehicle charging system 1100 inaccordance with various techniques and technologies described herein.The charging system 1100 includes a charging station 1190 and a cloudserver 1110 that monitors the geolocation of electric vehicles, mobiledevices, charging spaces and other devices or things proximate to thecharging station 1190 as well as over larger distances. The cloud server1110 may use geolocation information from one or several types ofgeolocation methods to calculate the charging station's 1190availability and transmit availability information to a mobile device1120. For example, several different geolocation methods may be usedsimultaneously for greater accuracy or redundancy purposes. Based on thedetermined availability of the charging station 1190, a user 1160 maythen decide whether to use this charging station 1190 or a differentone.

Several geolocation methods are depicted in FIG. 11 using dotted arrowsto distinguish them from network connections depicted using arrows withsegmented lines. Examples of geolocation methods may include GlobalPosition System (GPS), sonar sensors, multilateration (e.g., among cellphone towers), radio-frequency identification (RFID), induction coilsensors, any other geolocation method, or a combination of geolocationmethods. In one instance, an empty charging space 1170 is monitored by ageolocation method 1145 using either nearby sensors or anothergeolocation method.

In one implementation, the charging station 1190 may monitor a chargingspace 1150 with a geolocation method 1135 to verify whether an electricvehicle 1140 has left or not. When geolocation readings from thegeolocation method 1135 detect that the charging space 1150 is empty, acloud server 1110 may broadcast to a user's 1160 mobile device 1120 overa network connection 1175 that a charging space has become available.The cloud server 1110 may also notify possible users that a chargingspace 1170 is currently unoccupied.

In one implementation, the charging station 1190 may also monitor thegeolocation of a mobile device 1130 associated with the electric vehicle1140 to determine the estimated time of arrival of the mobile device's1130 user. As shown in FIG. 11, a geolocation method 1125 may beutilized at the charging station 1190 or a geolocation method 1115 bythe cloud server 1110 to track the mobile device's 1130 whereabouts.More than one geolocation method may be used to monitor a device orcharging space in order to improve accuracy and provide redundancy.

In another implementation, geolocation information may be transmitted tothe cloud server 1110, mobile device 1130, or the charging station 1190through a telematics platform.

FIG. 12 illustrates a flow diagram 1200 for a method of usinggeolocation information to determine the availability of a chargingstation or sending messages to a mobile device in accordance withvarious techniques and technologies described herein. The method in theflow diagram 1200 describes an algorithm for using geolocationinformation, and, therefore, may be performed by any members of thecharging system 1100. It should be understood that while the operationalflow diagram 1200 indicates a particular order of execution of theoperations, in other implementations, the operations might be executedin a different order. Further, in some implementations, additionaloperations or steps may be added to the method. Likewise, someoperations or steps may be omitted.

At step 1210, the charging system 1100 receives a first geolocationinformation regarding the mobile device 1120 from a geolocation method1155.

As an example, the first geolocation information may be determined byforming a network connection to the mobile device 1120. When the mobiledevice 1120 connects to the docking station 215, the first geolocationinformation may be the location of the docking station 215. If themobile device 1120 connects wirelessly to the charging station 1190, thefirst geolocation information may be the approximate area around thecharging station 1190, where a wireless connection is possible.

Depending on the circumstances, geolocation information from onegeolocation method may be optimal over geolocation information fromanother method. GPS or multilateration using cell phone towers is usefulfor locating a mobile device over a large distance. Short-rangegeolocation information from sonar, RFID, or induction coil sensors canalert the charging station 1190 or the cloud server 1110 whether anelectric vehicle or a mobile device is entering or leaving the chargingstation 1190.

In one implementation, geolocation information may not necessarily be asingle coordinate or reading, but a series of readings taken overseconds, minutes, hours, or even days. For example, the speed at which amobile device is traveling, the type of terrain where a mobile device islocated, metadata, or any other related data may be included ingeolocation information.

At step 1220, the charging system 1100 compares the first geolocationinformation relating to the mobile device 1120 with a second geolocationinformation relating to the charging station 1190. Because the chargingstation 1190 is at a fixed physical location, the second geolocationinformation may not change and, therefore, can be stored on the cloudserver 1110. For example, the charging system 1100 may use a mapdetailing the geolocation information of a plurality of chargingstations for determining the second geolocation information. In oneimplementation, the second geolocation information may relate to aplurality of charging stations.

At step 1230, the charging system 1100 determines the distance betweenthe mobile device 1120 and the charging station 1190 based on the firstand second geolocation information. Further, the distance between themobile device 1120 and a plurality of charging stations may bedetermined. The charging system 1100 may determine the distance betweenmobile devices or compare the distances between mobile devices orcharging stations. Likewise, the charging system 1100 may even determinethe distance between a user's mobile device and an electric vehicleowned by the same user or another user. For determining the availabilityof a charging station, any of these measured distances may be used in analgorithm.

In one implementation, the charging system 1100 may use a thirdgeolocation information, where the information is in regard to ageographical feature. Geographical features may include roads, cities,radio or cell towers, a physical landmark, such as a forest or mountain,or a commercial establishment, such as hotels or restaurants. The cloudserver 1110 may develop a navigation route between the mobile device1120 and the charging station 1190, or a plurality of charging stationsusing the third geolocation information. The navigation route may alsobe based on the traveling speed of the mobile device 1120.

At step 1240, the charging system 1100 determines the availability ofthe charging station 1190 based on the distance between the mobiledevice 1120 and the charging station 1190. Availability may refer to thecurrent availability of charging spaces or charge transfer at thecharging station 1190. In one implementation, availability may refer toa future expected availability of charging spaces or charge transfer atthe charging station 1190.

Availability may be determined through several different availabilityalgorithms. The simplest method is to determine whether all currentcharging spaces are occupied or reserved. In one implementation, thecharging system 1100 may calculate the expected number of chargingspaces that are usually occupied at a given time on a specific day ofthe week and use this data accordingly. By knowing how far the mobiledevice 1120 is from the charging station 1190, the cloud server 1110 mayprovide an accurate predictor of the future arrival time when the mobiledevice's 1120 user 1160 may collect their electric vehicle 1140.

Availability may be gauged in terms of actual availability or as aprobability or likelihood that a charging space may be available upon auser's arrival at the charging station 1190. This probability orlikelihood may be defined as an availability score. The availabilityscore may take into account how many charging spaces or charge transferremains at a charging station. Likewise, charging stations may updatethe cloud server 1110 continuously on the availability of chargingspaces, or when a connection to the cloud server 1110 becomes available.For determining availability as a probability, the availabilityalgorithm may consider how much time has passed since the last update.

At step 1250, the charging system 1100 sends a message to the mobiledevice 1120 based on the distance between the mobile device 1120 and thecharging station 1190. The mobile device 1120 may receive the messageover the network connection 1175 to the cloud server 1110. The messagemay be based on the availability of the charging station 1190, anelectric vehicle charging transaction, the mobile device's 1120 distancefrom the charging station 1190, whether the mobile device 1120 isapproaching or leaving the charging station 1190, or any other relevantmessage. For example, if the mobile device 1120 is leaving the chargingstation 1190, the charging system 1100 may send the mobile device 1120 agoodbye message, a receipt of the charging transaction, a notificationasking the mobile device 1120 to confirm whether the electric vehicle1140 is finished charging, or any other relevant message. Likewise, if amobile device 1120 is approaching the charging station 1190, thecharging system 1100 may send the mobile device 1120 updates on thecharge transfer of their electric vehicle, a welcome message, a requestto reserve a charging space, or any other relevant message. In oneimplementation, the messages relating to mobile devices approaching orleaving a charging station may be based on specific distances from acharging station rather than the arrival or departure of a mobiledevice.

At step 1260, the charging system 1100 sends a notification to usersregarding the availability of the charging station 1190 or severalcharging stations. Further, the notification may include the expectedamount of time that a charging station may be available, the amount oftime when a charging station may become available, how accurate is theinformation, and how many available slots may be at a charging station.A charging station slot may be a time slot or a vehicle slot, such as acharging space.

FIG. 13 illustrates a flow diagram 1300 for a method of usinggeolocation methods to monitor mobile devices at and away from acharging station in accordance with various techniques and technologiesdescribed herein. In one implementation, the method described in theflow diagram 1100 is performed by the cloud server 1110 and the chargingstation 1190. It should be understood that while the operational flowdiagram 1100 indicates a particular order of execution of theoperations, in other implementations, the operations might be executedin a different order. Further, in some implementations, additionaloperations or steps may be added to the method. Likewise, someoperations or steps may be omitted.

At step 1310, the charging station 1190 acquires geolocation informationabout the mobile device 1120 or the charging station 1190 usinggeolocation method 1155. For a detailed explanation about geolocationinformation, see steps 1210 and 1220 in FIG. 12. When the mobile device1120 arrives at the charging station 1190, several geolocation methodsmay be triggered or initiated by the charging system 1100. In onegeolocation method 1135, the charging station 1190 may have sensorsstationed around charging spaces to determine whether or not an electricvehicle occupies a charging space or enters the area around the chargingstation 1190. For example, geolocation method 1135 may use sonar,induction coil sensors, RFID, or another method to register the arrival,departure, or continued presence of an electric vehicle at the chargingstation 1190. If the charging station 1190 uses geolocation method 1145on an empty charging space 1170, the charging station 1190 may report tothe cloud server 1110 that the charging space 1170 is available for anew electric vehicle. If an electric vehicle 1140 connects to thecharging station 1190 via a charging coupler 665 and begins charging thevehicle's battery, then the charging station 1190 determines usinggeolocation method 1145 that the electric vehicle 647 occupies thecharging space 1140.

At step 1320, the user 1160 of the mobile device 1120 initiates a chargetransfer for the electric vehicle 1140 at the charging station 1190. Ifthe electric vehicle 1140 connects to the charging station 1190 via acharging coupler 665 and begins charging the vehicle's battery, then thecharging station 1190 may determine that the electric vehicle 647occupies the charging space 1140. This information may be used as ageolocation method.

At step 1330, the charging station 1190 detects the mobile device 1120leaving the charging station 1190 using a geolocation method 1155.

At step 1340, the charging station 1190 and the cloud server 1110monitor the mobile device's 1120 distance away from the charging station1190 using geolocation methods. By knowing how far away the mobiledevice 1120 is from the charging station 1190, the charging system 1100may predict whether the mobile device's 1120 user 1160 is occupied orreturning to the charging station 1190. In one implementation, the cloudserver 1110 may monitor the speed and distance of the mobile device 1120in order to predict the estimated time of arrival of the user 1160. Ifthe measured speed is faster than a typical human's walking speed for aspecific time duration or specific travel pattern, the charging system1100 may use this information to predict whether the user is returningto the charging station 1190.

In one implementation, where the mobile device 1120 is a cell phone orsimilar device, the cloud server 1110 or the charging station 1190 maycommunicate over the network connection 1175 with the mobile device 1120about the user's 1160 estimated time of arrival. The cloud server 1110may send inquiries asking when the user 1160 expects to collect theirvehicle. The charging system 1100 may use this response for calculatingavailability for other users. To send messages over the networkconnection 1185 from the charging station 1190 to a mobile device awayfrom the charging station 1190, the piggybacked approach described withreference to FIGS. 6-7 may be employed.

At step 1350, the charging station 1190 and cloud server 1110 may sendmessages to the mobile device 1120 or other users based on the acquiredgeolocation information and the availability of the charging station1190. These messages may be similar to the messages sent above in step1060 with respect to FIG. 10.

Using a Mobile Device as a Means for Controlling Charge Transfer

FIG. 14 illustrates a flow diagram for a method 1400 for using a mobiledevice 140 as a means for controlling charge transfer in accordance withvarious techniques and technologies described herein. In oneimplementation, the method in the flow diagram 1400 may be performed bya mobile device 140. Method 1400 is described with reference to FIGS.1-2 and various components illustrated therein. It should be understoodthat while the operational flow diagram 1400 indicates a particularorder of execution of the operations, in other implementations, theoperations might be executed in a different order. Further, in someimplementations, additional operations or steps may be added to themethod. Likewise, some operations or steps may be omitted.

A mobile device 140 may have a mobile application that contains softwarefor communicating with the control pilot 225 at the charging station190. At step 1410, the mobile device 140 connects to the docking station215. The mobile device 140 may connect over an audio jack, a universalservice bus (USB) cable or the charging coupler. At step 1420, theelectric vehicle connects to the charging station 1190. At step 140, themobile device 140 communicates with a grid utility.

At step 1440, the mobile device 140 sends a charging control signal tothe charging station 190 or the electric vehicle 130 over a singlenetworked link 170. The single networked link 170 may be the connectionto the docking station 215. For example, the mobile device 140 maycommunicate wirelessly to the charging station 190 or the electricvehicle 130.

Charging control signals may include instructions for regulating orinitiating a standard charge transfer from the side of the electricvehicle 130 or the charging station 190. Likewise, the charging controlsignal may include charging parameters, updates for the electric vehicle130 or charging station 190, or smart charging instructions relating toa charge transfer. In some implementations, the mobile device 140 maysend the charging control signal directly to the control pilot 225 or toa receiver on the electric vehicle 130 or the charging station 190.

At step 1450, the charging station 190 or the electric vehicle 130 sendsa response to the mobile device 140 regarding the charging controlsignal over the single networked link 170. The response may include amessage that the charging control signal was received, that no erroroccurred in following the charging control signal, or another relevantresponse back to the mobile device 140. At step 1460, the chargingstation 190 enables or disables charge transfer for the electric vehicle130 based on the charging control signal. At step 1470, the chargingcontrol signal adjusts a parameter used to draw electric power from thecharging station 190. At step 1480, the mobile device 140 disconnectsfrom the docking station 215.

Regulating the Charging of an Electric Vehicle Through Adjusting theCharging Current's Duty Cycle or Other Charging Parameters

FIG. 15 illustrates an electric vehicle charging system 1500 inaccordance with various techniques and technologies described herein.The charging system 1500 may serve a residential home, a building orcommercial entity. The electric vehicle charging system 1500 isdescribed with reference to various components of FIG. 2.

The electric vehicle charging system 1500 includes a charging station1520 connected to a server 1510. The server 1510 may be a remote server,such as a cloud server, a server for a local metering network, a controlpilot module part of or external to the charging station 1520, or anyother device capable of sending instructions to the charging station1520. The charging station 1520 may communicate with the server 1510over a power line communication (PLC) network, through an Internetconnection in the home or business, or any other network means. FIG. 15further illustrates an electric vehicle 1540 that may be charged usingthe charging station 1520 through a charging coupler 265. A chargingcurrent may pass through the charging coupler to the electric vehicle1540 to charge a battery or energy storage unit, but the electricvehicle 1540 or the charging station 1520 may also send a communicationsignal to the other device through the charging coupler 265. Likewise, auser 1550 can initiate a charge transfer for the electric vehicle 1540through the user interface 205 on the charging station 1520, with amobile device (not shown), such as a cell phone, or another method.

FIG. 16 illustrates a flow diagram 1600 for a method for regulating thecharging of an electric vehicle through adjusting a charging current'sduty cycle in accordance with various techniques and technologiesdescribed herein. In one implementation, the method in the flow diagram1600 is performed by a charging station. It should be understood thatwhile the operational flow diagram 1600 indicates a particular order ofexecution of the operations, in other implementations, the operationsmight be executed in a different order. Further, in someimplementations, additional operations or steps may be added to themethod. Likewise, some operations or steps may be omitted.

At step 1610, the electric vehicle 1540 connects to the charging station1520 through the charging coupler 265 or another method, such as awireless or another wired connection.

At step 1620, the charging station 1520 receives a charging controlsignal from the server 1510. In one implementation, the server 1510 maycommunicate with a grid utility or a smart charger on a remote or localserver for determining the charging control signal. Conversely, thecharging control signal may arise locally at the charging station, asfrom the onboard control pilot 225. The charging control signal may bebased on one or several charging parameters, including a batterytemperature of an electric vehicle, a charging current, a battery chargeof an electric vehicle, a length of time since an electric vehicle begancharging, a price of electricity, a time of day, a time until anelectric vehicle's next use, a weather reading, an option foreconocharging, a charging cable rating, a circuit protection rating, acurrent duty cycle for a charging current for one or several electricvehicles, a future power draw from an electric vehicle, a thresholdlevel for aggregate electric consumption, a threshold level forinstantaneous electrical consumption, a maximum allowable charge rate, amicrogrid rating, a present power draw from an electric vehicle, aprotection fuse rating, a quantity of electricity stored within amicrogrid, an operational limit set by a grid utility, an option forusing green energy, and any other relevant charging information.

At step 1630, the charging station 1520 adjusts the duty cycle of acharging current based on the charging control signal. In oneimplementation, the duty cycle may be a pulse width modulated (PWM)signal. See FIG. 17 for examples of different charging current dutycycles. By controlling the duty cycle, the charging rate can be variedto achieve a desired power output.

In some implementations, the electric vehicle's 1540 charging currentmay use a static duty cycle, an adjusted duty cycle, or a variable dutycycle. A static duty cycle may be a default duty cycle used by thecharging station 1520, or a different duty cycle manually chosen by theuser 1550 or server 1510. An adjusted duty cycle is a duty cyclemodified by the server 1510 or the charging station 1520 based on somepredetermined condition or conditions. A charging control signal mayinclude these predetermined conditions, or be the result or product offollowing these predetermined conditions. The process of verifyingwhether the condition is satisfied or unsatisfied may occur at theelectric vehicle 1540, the charging station 1520, or the server 1510.

A variable duty cycle is a duty cycle that may change to a plurality ofdifferent duty cycle values throughout an electric vehicle's chargetransfer. For example, a variable duty cycle is similar to an adjustedduty cycle in that a variable duty cycle uses predetermined conditions,except that a variable duty cycle may represent two or more duty cyclevalues, while an adjusted duty cycle may be one modified duty cycle.Likewise, once a variable duty cycle is implemented at the chargingstation 1520, no external instructions or charging control signals maybe required to change duty cycle values throughout a charge transfer.

Predetermined conditions may correspond to charging parameters, anexternal command from the server 1510, or a charging rate algorithm. Forexample, a charging rate algorithm may include a relationship where aspecified percentage increase in electricity prices results in aspecified percentage decrease in the duty cycle of the charging current.In one implementation, the charging rate algorithm may be based oncommunications within a “multi-agent system.” A multi-agent systemincludes a mesh network of charging stations or other charging agentsthat use logic to communicate, self-regulate, and optimize the localload on a microgrid.

A duty cycle may be selected in several ways. For example, in astandalone mode, the charging station 1520 or the server 1510 can selecta duty cycle that is the lower of the maximum current rating of thecharging cable and the maximum current rating of a protection/fuseinstalled. This will ensure that the charging current is withinconstraints of the safe operating range of the charging station 1520.Likewise, a macrogrid or microgrid operator may be able to communicatewith the charging station and adjust the charging current according tothe available line current for the grid.

A duty cycle may be determined by the control pilot 225 and dynamicallyvaried in accordance with pre-specified charging algorithms oroptimization parameters, or may be automatically selected from defaultsettings within the constraints of an electric vehicle's safe operatingrange. In some implementations, the duty cycle may correspond to avariable charging rate, such as a charging rate corresponding to a smartcharging algorithm.

At step 1640, the charging station 1520 charges the electric vehicle1540 with the charging current that reflects a selected duty cycle. Theelectric vehicle's 1540 battery or energy storage unit will be chargedthrough a charging current sent over the charging coupler 265 coupled tothe electric vehicle 1540.

In one implementation, the charge transfer initiated by step 1640 maynot be a continuous charge. The charging station 1520 may stagger thecharging rate or charging period depending on whether an option forsmart charging is selected, the length of time the electric vehicle isexpected to charge, the time until the electric vehicle's next use, thespecific time for completing the charging of an electric vehicle, howmany other electric vehicles are being charged, the current batterytemperature of an electric vehicle, or other factors or parameters.

Further, at step 1640, the act of enabling or disabling charging of theelectric vehicle 1540 may occur via the control pilot 225. Charging mayproceed according to standard SAE J1772. For example, the method forcontrolling the dispensing of charge from the charging station 1520 isthrough activating or deactivating the control pilot 225. In anotherinstance, the control pilot 225 may decide the battery in the electricvehicle is fully charged, or based on another condition, and end thecharge transfer. Likewise, the control pilot 225 may receive a chargingcontrol signal from a mobile device or an instruction from the cloudserver 1510 to stop charging the electric vehicle 1540. The user 1550may stop the charge transfer by unplugging a charging coupler from theelectric vehicle 1540.

In another implementation, the control pilot 225 may gradually reducethe charging current's duty cycle automatically within a presettimeframe. The duty cycle may decrease until it is within an allowablecharging rate.

At step 1650, the electric vehicle 1540 disconnects from the chargingstation 1520.

FIG. 17 illustrates different pulse width modulation (PWM) duty cyclesin accordance with various techniques and technologies described herein.A charging current with a 25% duty cycle would require the most time tocharge an electric vehicle's battery, while a charging current with a75% duty cycle would charge an electric vehicle the fastest. In step1630, the charging control signal may select one of the three dutycycles shown in FIG. 17 or a different one depending on the chargingparameters, the currently used algorithm, commands from the server 1510,or another reason.

Managing the Charging of Electric Vehicles within an Electrical GridThrough a Multi-Agent Network

FIG. 18 illustrates an electric vehicle charging system 1800 inaccordance with various techniques and technologies described herein.The electric vehicle charging system 1800 includes a first electricvehicle charging station 1810 in communication with a second electricvehicle charging station 1840. For purposes of this charging system1800, any referenced charging station may represent the entire charginginfrastructure at a physical location, including charging spaces,charging slots and all other equipment relating to charging electricvehicles. However, any referenced charging station may also representindividual charging slots or any amount of equipment less than the wholecharging infrastructure for charging a single or several electricvehicles at the physical location. Each of the first electric vehiclecharging station 1810 and the second electric vehicle charging station1840 is also in communication with a network (or mesh or cloud) 1860 ofelectric vehicle charging stations. The communication may be facilitatedacross a local area network, a local metering network, an electricalpower grid, a wide area network, or some other network infrastructure.FIG. 18 further illustrates a first electric vehicle 1820 that may becharged using the first electric vehicle charging station 1810 and asecond electric vehicle 1850 that may be charged using the secondcharging station 1840. The two charging stations may communicate witheach other or with the network of charging stations 1860 to managecharge transfer for all the electric vehicles.

This approach in the charging system 1800 to having charging stationscommunicate with other individual charging stations, or as a member ofthe network of charging stations 1860, describes an example of amulti-agent network. In a multi-agent network, each charging station mayact as an intelligent agent with the circuitry and logic necessary forcommunicating with other intelligent agents. For any network chargingalgorithms, each intelligent agent may be equal to other agents insidethe network, or be weighted with greater or lesser priority orimportance in relation to the other intelligent agents.

Some charging stations within the multi-agent network may be “dumb” andtake part in no network charging algorithms or network communication. Inone implementation, a “dumb” charging station may be converted to anintelligent agent through an intelligent adaptor or module that may becoupled to the “dumb” charging station. The intelligent adaptor may becoupled to a standard electrical outlet.

FIG. 19 illustrates a flow diagram 1900 of a method for managing thecharging of an electric vehicle by communicating charging controlsignals amongst a plurality of charging stations in a multi-agentnetwork in accordance with various techniques and technologies describedherein. In one implementation, the method described in the flow diagram1900 may be performed by a charging station. It should be understoodthat while the operational flow diagram 1900 indicates a particularorder of execution of the operations, in other implementations, theoperations might be executed in a different order. Further, in someimplementations, additional operations or steps may be added to themethod. Likewise, some operations or steps may be omitted.

At step 1910, the first electric vehicle 1820 is connected to the firstcharging station 1810. For example, the first electric vehicle 1820 mayconnect through a charging coupler as used for charging the battery onan electric vehicle. Likewise, the first electric vehicle 1820 mayconnect through a wireless or another wired method, or a combinationthereof. Further, after making a connection, the first charging station1810 may transmit charging information regarding the first electricvehicle 1820 and the subsequent charge transfer throughout the network1860 of charging stations. In response, charging stations in the network1860 may adjust various electrical loads to address this new chargetransfer.

At step 1920, the second charging station 1840 receives a gridinstruction from a grid utility. The grid utility is responsible fordetermining the maximum allowable line current, and, therefore, themaximum allowable charging rate for a charging station, a microgrid, ora macrogrid.

A microgrid may refer to any predefined sub-portion of an electricalgrid, other than the entire macrogrid. A microgrid may be a level of abuilding, an entire building, a shopping center, a college campus, aneighborhood, a collection of buildings, or any other predeterminedelectrical infrastructure. A microgrid may encompass only electricvehicles, or it may include nonvehicle loads, such as householdappliances, for example. A macrogrid is a collection of microgrids.

The grid utility may communicate with charging stations over a wiredconnection, such as over a power line communication (PLC) network, theZigbee protocol, any number of wireless or wired network methods, orcombinations thereof.

The grid instruction may contain permissive or mandatory guidelines forcharging electric vehicles across a microgrid, a macrogrid, orindividual charging stations. Further, the instruction may be used tocreate commands for other charging stations, or relayed across thenetwork 1860 to specific charging stations or intelligent agents. A gridinstruction may pertain to one charging station or several chargingstations.

Further, the grid instruction may include charging information, such ascharging parameters, smart charging operations, commands for managingelectric vehicle charge transfers along a microgrid or macrogrid, orother information. As part of or in addition to the grid instruction,the grid utility may send a request to update the grid utility withcharging information relating to one or several charging stations.

At step 1930, the second charging station 1840 sends a first chargingcontrol signal to a plurality of charging stations. The plurality ofcharging stations may include the network 1860 of charging stations andthe first charging station 1810. A charging control signal may includecharging parameters, updates for ongoing or past charge transfers at anycharging station, commands to increase or decrease the amount of currentor power being drawn from the electrical grid, other commands,guidelines for charging any or a specific electric vehicle or vehiclesat any or a specific charging station or stations, or other charginginformation. Furthermore, the charging control signal may be used tocontrol locks, motions sensors, alarms, and meter readings.

In one implementation, the charging control signals may include commandsor data relating to a negotiation algorithm for determining electricvehicle charging rates for charging stations in the network 1860. In thenegotiation algorithm, charging stations transmit charging controlsignals between each other to determine the optimal charging rates forsome or all electric vehicles being charged. The negotiation algorithmmay consider factors, such as priority lists, pricing, urgency, safety,etc. In some algorithms, each charging station may receive the samecharge allocation as the other charging stations, or a specific one forthe charging station. At each charging station using the negotiationalgorithm, each electric vehicle may receive the same charging rate, orone specific to the electric vehicle. The factors used by thenegotiation algorithm may be updated in real-time, at periodicintervals, or upon command of one or more of the charging stations inthe network 1860.

In another implementation, charging stations in the network 1860 may beparticipatory or non-participatory agents. A participating agent isconsidered among the network's 1860 algorithms for determining chargingcurrent parameters among other participating agents. A non-participatoryagent may have its line current set to a static value, where the valueis determined locally at the non-participatory agent, by a remoteserver, or by another method. If only one participating agent ispresent, that charging station will dictate the initial charging rate,charging parameters and other charging conditions for futureparticipatory agents.

The first charging station 1810 may or may not be an intelligent agent.If the first charging station 1810 is an intelligent agent, it mayaccept the charging control signal, or transmit a response to the secondcharging station 1840 rebutting the charging control signal. As anintelligent agent, the first charging station 1810 may override thecharging control signal, transmit new charging parameters back to thesecond charging station 1840 for use in an updated negotiationalgorithm, or send its own charging control signal. If the firstcharging station is a “dumb” station, it will passively accept thecharging control signal and follow any charging commands or instructionsaccordingly. Likewise, a “dumb” station may send a response that thecharging control signal has been successfully implemented.

At step 1940, the first charging station 1810 enables or disables acharge transfer for the first electric vehicle 1820, where the chargetransfer is based on the first charging control signal. The firstcharging station 1810 may store charging algorithms for managing thecharge transfer in its control pilot 225, its computing system 242, oranother component. These charging algorithms may utilize the chargingparameters from the first charging control signal, commands, orguidelines. In other implementations, the algorithms may be performed atanother charging station, a cloud server or even a mobile device orelectric vehicle. In one implementation, these charging algorithms maybe based on a plurality of charging control signals received from thenetwork 1860 or any other agent in the network, whether a chargingstation or not. Some, all, or none of these charging control signals maybe included in the charging algorithms for regulating charge transfers.

At step 1950, the second charging station 1840 receives a secondcharging control signal from the first charging station 1810. In amulti-agent network, agents may send out new charging controls signalsto other agents, or in response to a charging control signal. Two ormore charging stations may determine their charging transfers inrelation to each other, without communicating with the network 1860, ormay broadcast and receive charging control signals with the network1860. In one implementation, a plurality of charging stations maysynchronize charging parameters among the plurality. During the chargingprocess, the first charging station 1810 may update or modify itscharging current or other charging parameters based on newly receivedcharging control signals. A relevant charging algorithm may berecalculated based on new charging parameters or instructions fromanother agent in the network.

At step 1960, the second charging station 1840 enables or disablescharge transfer for the second electric vehicle 1850, where the chargetransfer is based on the second charging control signal.

At step 1970, the first electric vehicle 1820 disconnects from the firstcharging station 1810. Any algorithms used by the network 1860 or othercharging stations may be reset at this point to take into account onefewer load on the charging system 1800. Likewise, the first chargingstation 1810 may broadcast an update to the network 1860 that a load hasbeen disconnected. This update may be sent immediately, or at adetermined time.

Computer System

Implementations of various technologies described herein may beoperational with numerous general purpose or special purpose computingsystem environments or configurations. Examples of well-known computingsystems, environments, and/or configurations that may be suitable foruse with the various technologies described herein include, but are notlimited to, personal computers, server computers, hand-held or laptopdevices, multiprocessor systems, microprocessor-based systems, set topboxes, programmable consumer electronics, network PCs, minicomputers,mainframe computers, distributed computing environments that include anyof the above systems or devices, and the like.

The various technologies described herein may be implemented in thegeneral context of computer-executable instructions, such as programmodules, being executed by a computer. Generally, program modulesinclude routines, programs, objects, components, data structures, etc.that performs particular tasks or implement particular abstract datatypes. The various technologies described herein may also be implementedin distributed computing environments where tasks are performed byremote processing devices that are linked through a communicationsnetwork, e.g., by hardwired links, wireless links, or combinationsthereof. In a distributed computing environment, program modules may belocated in both local and remote computer storage media including memorystorage devices.

FIG. 20 illustrates a schematic diagram of a computing system 2000 inwhich the various technologies described herein may be incorporated andpracticed. Although the computing system 2000 may be a conventionaldesktop or a server computer, as described above, other computer systemconfigurations may be used.

The computing system 2000 may include a central processing unit (CPU)2030, a system memory 2026 and a system bus 2028 that couples varioussystem components including the system memory 2026 to the CPU 2030.Although only one CPU is illustrated in FIG. 20, it should be understoodthat in some implementations the computing system 2000 may include morethan one CPU. The system bus 2028 may be any of several types of busstructures, including a memory bus or memory controller, a peripheralbus, and a local bus using any of a variety of bus architectures. By wayof example, and not limitation, such architectures include IndustryStandard Architecture (ISA) bus, Micro Channel Architecture (MCA) bus,Enhanced ISA (EISA) bus, Video Electronics Standards Association (VESA)local bus, and Peripheral Component Interconnect (PCI) bus also known asMezzanine bus. The system memory 2026 may include a read only memory(ROM) 2012 and a random access memory (RAM) 2046. A basic input/outputsystem (BIOS) 2014, containing the basic routines that help transferinformation between elements within the computing system 2000, such asduring start-up, may be stored in the ROM 2020.

The computing system 2000 may further include a hard disk drive 2050 forreading from and writing to a hard disk, a magnetic disk drive 2052 forreading from and writing to a removable magnetic disk 2056, and anoptical disk drive 2054 for reading from and writing to a removableoptical disk 2058, such as a CD ROM or other optical media. The harddisk drive 2050, the magnetic disk drive 2052, and the optical diskdrive 2054 may be connected to the system bus 2028 by a hard disk driveinterface 2036, a magnetic disk drive interface 2038, and an opticaldrive interface 2040, respectively. The drives and their associatedcomputer-readable media may provide nonvolatile storage ofcomputer-readable instructions, data structures, program modules andother data for the computing system 2000.

Although the computing system 2000 is described herein as having a harddisk, a removable magnetic disk 2056 and a removable optical disk 2058,it should be appreciated by those skilled in the art that the computingsystem 2000 may also include other types of computer-readable media thatmay be accessed by a computer. For example, such computer-readable mediamay include computer storage media and communication media. Computerstorage media may include volatile and non-volatile, and removable andnon-removable media implemented in any method or technology for storageof information, such as computer-readable instructions, data structures,program modules or other data. Computer storage media may furtherinclude RAM, ROM, erasable programmable read-only memory (EPROM),electrically erasable programmable read-only memory (EEPROM), flashmemory or other solid state memory technology, CD-ROM, digital versatiledisks (DVD), or other optical storage, magnetic cassettes, magnetictape, magnetic disk storage or other magnetic storage devices, or anyother medium which can be used to store the desired information andwhich can be accessed by the computing system 2000. Communication mediamay embody computer readable instructions, data structures, programmodules or other data in a modulated data signal, such as a carrier waveor other transport mechanism and may include any information deliverymedia. The term “modulated data signal” may mean a signal that has oneor more of its characteristics set or changed in such a manner as toencode information in the signal. By way of example, and not limitation,communication media may include wired media such as a wired network ordirect-wired connection, and wireless media such as acoustic, RF,infrared and other wireless media. Combinations of any of the above mayalso be included within the scope of computer readable media.

A number of program modules may be stored on the hard disk 2050,magnetic disk 2056, optical disk 2058, ROM 2012 or RAM 2016, includingan operating system 2018, one or more application programs 2020, controlpilot 2022, program data 2024, and a database system 2048. Theapplication programs 2020 may include various mobile applications(“apps”) and other applications configured to perform various methodsand techniques described herein. The operating system 2018 may be anysuitable operating system that may control the operation of a networkedpersonal or server computer, such as Windows® XP, Mac OS® X,Unix-variants (e.g., Linux® and BSD®), and the like.

A user may enter commands and information into the computing system 2000through input devices such as a keyboard 2062 and pointing device 2060.Other input devices may include a microphone, joystick, game pad,satellite dish, scanner, or the like. These and other input devices maybe connected to the CPU 2030 through a serial port interface 2042coupled to system bus 2028, but may be connected by other interfaces,such as a parallel port, game port or a universal serial bus (USB). Amonitor 2034 or other type of display device may also be connected tosystem bus 2028 via an interface, such as a video adapter 2032. Inaddition to the monitor 2034, the computing system 2000 may furtherinclude other peripheral output devices such as speakers and printers.

Further, the computing system 2000 may operate in a networkedenvironment using logical connections to one or more remote computers2074. The logical connections may be any connection that is commonplacein offices, enterprise-wide computer networks, intranets, and theInternet, such as local area network (LAN) 2076 and a wide area network(WAN) 2066. The remote computers 2074 may each include applicationprograms 2020 similar to that of the computer action function.

When using a LAN networking environment, the computing system 2000 maybe connected to the local network 2076 through a network interface oradapter 2044. When used in a WAN networking environment, the computingsystem 2000 may include a modem 2064, wireless router or other means forestablishing communication over a wide area network 2066, such as theInternet. The modem 2064, which may be internal or external, may beconnected to the system bus 2028 via the serial port interface 2042. Ina networked environment, program modules depicted relative to thecomputing system 2000, or portions thereof, may be stored in a remotememory storage device 2072. It will be appreciated that the networkconnections shown are exemplary and other means of establishing acommunications link between the computers may be used.

It should be understood that the various technologies described hereinmay be implemented in connection with hardware, software or acombination of both. Thus, various technologies, or certain aspects orportions thereof, may take the form of program code (i.e., instructions)embodied in tangible media, such as floppy diskettes, CD-ROMs, harddrives, or any other machine-readable storage medium wherein, when theprogram code is loaded into and executed by a machine, such as acomputer, the machine becomes an apparatus for practicing the varioustechnologies. In the case of program code execution on programmablecomputers, the computing device may include a processor, a storagemedium readable by the processor (including volatile and non-volatilememory and/or storage elements), at least one input device, and at leastone output device. One or more programs that may implement or utilizethe various technologies described herein may use an applicationprogramming interface (API), reusable controls, and the like. Suchprograms may be implemented in a high level procedural or objectoriented programming language to communicate with a computer system.However, the program(s) may be implemented in assembly or machinelanguage, if desired. In any case, the language may be a compiled orinterpreted language, and combined with hardware implementations.

Although the subject matter has been described in language specific tostructural features and/or methodological acts, it is to be understoodthat the subject matter defined in the appended claims is notnecessarily limited to the specific features or acts described above.Rather, the specific features and acts described above are disclosed asexample forms of implementing the claims.

While the foregoing is directed to implementations of varioustechnologies described herein, other and further implementations may bedevised without departing from the basic scope thereof, which may bedetermined by the claims that follow. Although the subject matter hasbeen described in language specific to structural features and/ormethodological acts, it is to be understood that the subject matterdefined in the appended claims is not necessarily limited to thespecific features or acts described above. Rather, the specific featuresand acts described above are disclosed as example forms of implementingthe claims.

1. A method of controlling reservations at an electric vehicle chargingstation, the method comprising: transmitting, from the electric vehiclecharging station, a message for the electric vehicle to the cloud servervia the mobile device, wherein a first user of the mobile device isassociated with the electric vehicle to be charged, wherein the messagerelayed through the mobile device includes identification information;in response to a charging control signal being authorized usingidentification information received from the mobile device, receivingthe charging control signal from the cloud server at the electricvehicle charging station via the mobile device; enabling the chargetransfer from the electric vehicle charging station to the electricvehicle of the first user for a first charging session, the chargingsession having a scheduled end time; reserving a second charging sessionfor an electric vehicle of a second user in the charging space, thesecond charging session being scheduled to have a scheduled start timeat or after the scheduled end time of the first charging session; andfacilitating communication between the first user and the second user tomodify the scheduled end time of the first charging session for thefirst user an amount of time and correspondingly modify the scheduledstart time of the second charging session of the second user an amountof time.
 2. The method of claim 1, wherein if the second user agrees toa modified second charging session, reimbursing the second user for anyinconvenience from the first user.
 3. The method of claim 1, furthercomprising facilitating a payment between the first user and the seconduser.
 4. The method of claim 1, further comprising facilitating aresponse that includes a notification of acceptance or rejection of thecommunication regarding modification of the scheduled start time and thescheduled end time.
 5. A system of controlling reservations at anelectric vehicle charging station, the system comprising: a memorydevice storing instructions thereon that when executed by one or moreprocessors, causes one or more of the one or more processors to:transmit, from the electric vehicle charging station, a message for theelectric vehicle to the cloud server via the mobile device, wherein afirst user of the mobile device is associated with the electric vehicleto be charged, wherein the message relayed through the mobile deviceincludes identification information; in response to receiving anauthorized charging control signal from the cloud server at the electricvehicle charging station via the mobile device, enable the chargetransfer from the electric vehicle charging station to the electricvehicle of the first user for a first charging session, the chargingsession having a scheduled end time; reserve a second charging sessionfor an electric vehicle of a second user, the second charging sessionbeing scheduled to have a scheduled start time at or after the scheduledend time of the first charging session; and facilitate communicationwith the first user and the second user to modify the scheduled end timeof the first charging session for the first user an amount of time andmodify the scheduled start time of the second charging session of thesecond user an amount of time.
 6. The system of claim 5, wherein aresponse to the communication is facilitated that includes acceptance orrejection of the communication regarding modification of the scheduledstart time and/or the scheduled end time.
 7. The system of claim 6,wherein the response comprises a reservation ticket for using thecharging station.
 8. The system of claim 7, wherein the reservationticket comprises at least one of the following: a date, a time, anamount of time remaining on the reservation ticket, a valuation of thereservation ticket, and a designated electric vehicle charging station.9. The system of claim 5, wherein the mobile device and a cloud serveruse data from an in-vehicle telematics platform to forecast an energyload at the electric vehicle charging station.
 10. The system of claim5, wherein the mobile device and a cloud server use data from anin-vehicle telematics platform to reserve a charging space for use bythe electric vehicle at the electric vehicle charging station.
 11. Thesystem of claim 5, wherein the modification of the scheduled end time ofthe first charging session for the first user, the modification thescheduled start time of the second charging session of the second user,or both, are performed at least partially to reduce an energy load atthe electric vehicle charging station.
 12. A method of queuing availablecharging spaces at an electric vehicle charging station, comprising:obtaining a distance between a first geolocation of a mobile deviceassociated with an electric vehicle and a second geolocation of theelectric vehicle charging station; and sending a message, from theelectric vehicle charging station, to the mobile device based on thedistance from the electric vehicle charging station to the mobiledevice, the message including a notification to a user of the mobiledevice regarding the availability of charging spaces at the electricvehicle charging station when the mobile device is expected to arrivebased on the determined distance, wherein if no slots are expected to beavailable at the electric vehicle charging station when the electricvehicle is expected to arrive, the notification includes an amount oftime before a charging space at the electric vehicle charging station isexpected to become available based on the determined distance.
 13. Themethod of claim 12, further comprising receiving a request from the userto be notified when a charging space is available.
 14. The method ofclaim 12, further comprising notifying the user that the charging spaceis available.
 15. The method of claim 12, further comprising: sending arequest for acceptance or rejection of the charging space to the user;and receiving a response accepting or rejecting the request by the user.16. The method of claim 15, wherein accepting the request places a holdon the charging space that prevents a different user from using thecharging space.
 17. The method of claim 15, wherein rejecting therequest enables the charging space to be available to a subsequent user.18. The method of claim 15, wherein rejecting the request initiatesnotification of a subsequent user that the charging space is available.19. The method of claim 12, wherein the message comprises one or more ofa grid demand response instruction, a grid demand response schedule, asession report, billing data, electricity price data, fault data, andusage data.
 20. The method of claim 12, wherein the mobile device and acloud server use data from an in-vehicle telematics platform to forecastan energy load or reserve a charging space for use by the electricvehicle.
 21. A method of queuing available charging spaces at anelectric vehicle charging station, comprising: obtaining a distancebetween a first geolocation of a mobile device associated with anelectric vehicle and a second geolocation of the electric vehiclecharging station; and sending a message, from the electric vehiclecharging station, to the mobile device based on the distance from theelectric vehicle charging station to the mobile device, the messageincluding a notification to a user of the mobile device regarding theavailability of charging spaces at the electric vehicle charging stationwhen the mobile device is expected to arrive based on the determineddistance, wherein if one or more charging spaces are expected to beavailable at the electric vehicle charging station when the electricvehicle is expected to arrive, the notification includes a remainingnumber of available charging spaces expected to be available at theelectric vehicle charging station when the electric vehicle is expectedto arrive based on the determined distance.